Electromotive drives

ABSTRACT

A transmission having a plurality of tilting balls and opposing input and output discs provides an infinite number of speed combinations over its transmission ratio range. The transmission provides multiple powerpaths and can be combined with electrical components to provide motor/generator functionality, which reduces the overall size and complexity of the motor and transmission compared to when they are constructed separately. In one embodiment, rotatable components of a continuously variable transmission are coupled separately to an electrical rotor and to an electrical stator so that the rotor and stator rotate simultaneously in opposite directions relative to one another. In other embodiments, an electrical rotor is configured to transfer torque to or from a disc that is in contact with a plurality of speed adjusters, while an electrical stator is configured to transfer torque to a shaft that is operationally coupled to the speed adjusters via an idler.

RELATED APPLICATIONS

This application is a continuation of U.S. patent application Ser. No.11/585,677, filed on Oct. 24, 2006, which claims the benefit of U.S.Provisional Applications No. 60/730,995 and No. 60/731,362, both ofwhich were filed on Oct. 28, 2005. Each of above-identified applicationsis hereby inculpated by reference in its entirety.

BACKGROUND OF THE INVENTION

1. Field of the Invention

The field of the inventive embodiments relates generally to systems andmethods for electromechanical or electromotive drives, and moreparticularly the inventive embodiments relate to drives that utilizemethods and assemblies that integrate electrical devices and mechanicaltransmissions.

2. Description of the Related Art

In order to provide a continuously variable transmission, varioustraction roller transmissions in which power is transmitted throughtraction rollers supported in a housing between torque input and outputdiscs have been developed. In such transmissions, the traction rollersare mounted on support structures which, when pivoted, cause theengagement of traction rollers with the torque discs in circles ofvarying diameters depending on the desired transmission ratio.

However, the success of these traditional solutions has been limited.For example, in one solution, a driving hub for a vehicle with avariable adjustable transmission ratio is disclosed. This method teachesthe use of two iris plates, one on each side of the traction rollers, totilt the axis of rotation of each of the rollers. However, the use ofiris plates can be very complicated due to the large number of partsthat are required to adjust the iris plates during transmissionshifting. Another difficulty with this transmission is that it has aguide ring that is configured to be predominantly stationary in relationto each of the rollers. Since the guide ring is stationary, shifting theaxis of rotation of each of the traction rollers is difficult.

One improvement over this earlier design includes a shaft about which aninput disc and an output disc rotate. The input disc and output disc areboth mounted on the shaft and contact a plurality of balls disposedequidistantly and radially about the shaft. The balls are in frictionalcontact with both discs and transmit power from the input disc to theoutput disc. An idler located concentrically over the shaft and betweenthe balls applies a force to keep the balls separate to make frictionalcontact against the input disc and output disc. A key limitation of thisdesign is the absence of means for generating and adequately controllingthe axial force acting as normal contact force to keep the input discand output disc in sufficient frictional contact against the balls asthe speed ratio of the transmission changes. Due to the fact thatrolling traction continuously variable transmissions require more axialforce at low speed to prevent the driving and driven rotating membersfrom slipping on the speed changing friction balls, excessive force isapplied in high speed and at a 1:1 ratio, when the input and outputspeeds are equal. This excessive axial force lowers efficiency andcauses the transmission to fail significantly faster than if the properamount of force was applied for any particular gear ratio. The excessiveforce also makes it more difficult to shift the transmission. Thus,there exists a need for a continuously variable transmission with animproved axial load generating system that changes the force produced asa function of the transmission ratio.

An electric motor producing variable speed and constant power is highlydesired in some vehicle and industrial uses. In such constant powerapplications, torque and speed vary inversely. For example, torqueincreases as speed decreases or torque decreases as speed increases.Some electric motors can provide constant power above their rated power;for example, a 1750 rpm AC motor can provide constant power when speedincreases above 1750 rpm because torque can be designed to decreaseproportionally with the speed increase. However, a motor by itselfcannot produce constant power when operating at a speed below its ratedpower. Frequently torque remains constant or even decreases as the motorspeed decreases. Controllers can be used to increase current, andtorque, into the electric motor at low speeds, but an increase in thewire diameter of the windings is required to accommodate the additionalcurrent to avoid overheating. This is undesirable because the motorbecomes larger and more expensive than necessary for typical operatingconditions. The electronic controller also increases expense andcomplexity. Another method to achieve sufficient low speed torque is touse a bigger motor. However, this increases cost, size, weight, andmakes the motor more difficult to package with the machine it powers.Thus, there exists a need for an improved method to provide variablespeed and constant power with an electric motor. The continuouslyvariable transmission can be integrated with an electric motor for someapplications.

SUMMARY OF THE INVENTION

The systems and methods illustrated and described herein have severalfeatures, no single one of which is solely responsible for its desirableattributes. Without limiting the scope as expressed by the descriptionthat follows, its more prominent features will now be discussed briefly.After considering this discussion, and particularly after reading thesection entitled “Detailed Description of the Preferred Embodiments” onewill understand how the features of the system and methods provideseveral advantages over traditional systems and methods.

In yet another aspect, a variable speed transmission is disclosedcomprising; a longitudinal axis, a plurality of balls distributedradially about the longitudinal axis, each ball having a tiltable axisabout which it rotates, a rotatable input disc positioned adjacent tothe balls and in contact with each of the balls, a fixed output discpositioned adjacent to the balls opposite the input disc and in contactwith each of the balls, a rotatable idler having a constant outsidediameter and positioned radially inward of and in contact with each ofthe balls, a cage, adapted to maintain the radial position and axialalignment of the balls and that is rotatable about the longitudinalaxis, and an idler shaft connected to the idler adapted to receive atorque output from the idler and transmit the torque output out of thetransmission.

For use with many embodiments described herein there is also disclosedan axial force generator adapted to apply an axial force to increasecontact force between the input disc, the output disc and the pluralityof speed adjusters, the axial force generator further comprising, abearing disc coaxial with and rotatable about the longitudinal axishaving an outer diameter and an inner diameter and having a threadedbore formed in its inner diameter, a plurality of perimeter rampsattached to a first side of the bearing disc near its outer diameter, aplurality of bearings adapted to engage the plurality of bearing discramps, a plurality of input disc perimeter ramps mounted on the inputdisc on a side opposite of the speed adjusters adapted to engage thebearings, a generally cylindrical screw coaxial with and rotatable aboutthe longitudinal axis and having male threads formed along its outersurface, which male threads are adapted to engage the threaded bore ofthe bearing disc, a plurality of central screw ramps attached to thescrew, and a plurality of central input disc ramps affixed to the inputdisc and adapted to engage the plurality of central screw ramps.

In another aspect, a support cage is disclosed that supports andpositions a plurality of speed adjusting tiltable balls in a rollingtraction transmission, which utilizes an input disc and an output discon either side of the plurality of balls, the cage comprising; first andsecond flat support discs that are each a generally circular sheethaving a plurality of slots extending radially inward from an outeredge, each slot having two sides, and a plurality of flat supportingspacers extending between said first and second support discs eachspacer having a front side, a back side, a first end and a second end,wherein the first and second ends each have a mounting surface, whereineach mounting surface has a curved surface, and wherein the spacers arepositioned angularly about the support discs between the grooves in thesupport discs such that the curved surfaces are aligned with the sidesof the grooves.

In another embodiment, a shifting mechanism is disclosed for a variablespeed rolling traction transmission having a longitudinal axis and thatutilizes a plurality of tilting balls distributed in planar alignmentabout the longitudinal axis and each ball contacted on opposing sides byan input disc and an output disc, in order to control a transmissionratio of the transmission, the shifting mechanism comprising a tubulartransmission axle running along the longitudinal axis, a plurality ofball axles each extending through a bore formed through a correspondingone of the plurality of balls and forming a tiltable axis of thecorresponding ball about which that ball spins, and each ball axlehaving two ends that each extend out of the ball, a plurality of legs,one leg connected to each of the ends the ball axles, the legs extendingradially inward toward the transmission axle, an idler having asubstantially constant outside diameter that is positioned coaxiallyabout the transmission axle and radially inward of and in contact witheach of the balls, two disc-shaped shift guides, one on each end of theidler, and each having a flat side facing the idler and a convex curvedside facing away from the idler, wherein shift guides extend radially tocontact all of the respective legs on the corresponding side of theballs, a plurality of roller pulleys, one for each leg, wherein eachroller pulley is attached to a side of its respective leg facing awayfrom the balls, a generally cylindrical pulley stand extending axiallyfrom at least one of the shift guides, a plurality of guide pulleys, onefor each roller pulley, distributed radially about and attached to thepulley stand, and a flexible tether having first and second ends withthe first end extending through the axle and out a slot, which is formedin the axle proximate to the pulley stand, the first end of the tetherfurther wrapping around each of the roller pulleys and each of the guidepulleys, wherein the second end extends out of the axle to a shifter,wherein the guide pulleys are each mounted upon one or more pivot jointsto maintain alignment of each guide pulley with its respective rollerpulley and wherein when the tether is pulled by the shifter, the secondend draws each of the roller pulleys in to shift the transmission.

In another embodiment, a shifting mechanism is disclosed for a variablespeed transmission having a longitudinal axis and that utilizes aplurality of tilting balls, each having a ball radius from respectiveball centers, in order to control a transmission ratio of thetransmission, comprising a plurality of ball axles each extendingthrough a bore formed through a corresponding ball and forming thetiltable axis of the corresponding ball, and each ball axle having twoends that each extend out of the ball, a plurality of legs, one legconnected to each of ends the ball axles, the legs extending radiallyinward toward the transmission axle, a generally cylindrical idler witha substantially constant radius positioned coaxially and radially inwardof and in contact with each of the balls, first and second disc-shapedshift guides, one on each end of the idler, and each having a flat sidefacing the idler and a convex curved side facing away from the idler,wherein shift guides extend radially to contact all of the respectivelegs on the corresponding side of the balls, and a plurality of guidewheels each having a guide wheel radius, one guide wheel for each leg,each guide wheel rotatably mounted at a radially inward end of itsrespective leg, wherein the guide wheels contact the curved surface ofits respective shift guide, wherein a shapes of the convex curves aredetermined by a set of two-dimensional coordinates, the origin of iscentered at the intersection of the longitudinal axis and a line drawnthrough the centers of any two diametrically opposing balls, wherein thecoordinates represent the location of the point of contact between theguide wheel surface and the shift guide surface as a function of theaxial movement of the idler and shift guide, assuming that the convexcurve is substantially tangent to the guide wheel at the point ofcontact.

In still another embodiment, an automobile is disclosed, comprising anengine, a drivetrain; and a variable speed transmission comprising alongitudinal axis, a plurality of balls distributed radially about thelongitudinal axis, each ball having a tiltable axis about which itrotates, a rotatable input disc positioned adjacent to the balls and incontact with each of the balls, a rotatable output disc positionedadjacent to the balls opposite the input disc and in contact with eachof the balls, a rotatable idler having a substantially constant outerdiameter coaxial about the longitudinal axis and positioned radiallyinward of and in contact with each of the balls, and a planetary gearset mounted coaxially about the longitudinal axis of the transmission.

In another embodiment, a continuously variable transmission is disclosedthat is integrated with an electric motor, the stator of the electricmotor attached to a rotating shaft which transfers power to the idler,and the rotor of the electric motor attached to the input disc. Thestator and rotor of the electric motor rotate in opposite directions,creating a large speed differential and speed reduction to the outputdisc.

In another embodiment, a continuously variable transmission is disclosedthat is integrated with a generator, the magnets of the rotor attachedto a rotating hub shell, and the electric stator attached to anon-rotating stator of the transmission. Electricity is generated whenthe hub shell rotates relative to the stator.

In another embodiment, a continuously variable transmission is disclosedthat is integrated with an electric motor and accepts an input from anoutside torque transferring device, such as an internal combustionengine. The electric stator is attached to a rotating shaft whichtransfers power to the idler, the rotor is attached to a rotating cageof the transmission, and the internal combustion engine is operablyattached to the input disc. The continuously variable transmission ofthis embodiment has three inputs into the balls and one output throughthe output disc.

In another embodiment, continuously variable transmission is disclosedthat is integrated with an electric motor where the balls areconstructed of a magnetic material and act as the rotor of an electricmotor. Stationary windings surround the balls and produce electricity,which is routed through the cage of the transmission.

In still another embodiment, two alternative designs of an electricmotor/generator are disclosed that rotate a continuously variabletransmission.

In one aspect, the invention relates to an electromotive drive having aplurality of speed adjusters arranged angularly about an axis, a firstdisc in contact with the speed adjusters, and a second disc in contactwith the speed adjusters, wherein the first and second discs arepositioned relative to one another on opposite sides of the plurality ofspeed adjusters. The drive includes an idler in contact with the speedadjusters, the idler positioned radially inward of the speed adjusters.The drive further includes a plurality of magnets coupled to a firstcomponent of the electromotive drive, a plurality of electricalconductors coupled to a second component of the electromotive drive, andwherein the plurality of magnets and the plurality of electricalconductors are configured relative to one another to function as anelectrical motor or as an electrical generator. The drive can be furtherconfigured such that the plurality of speed adjusters, the first andsecond discs, the plurality of magnets, and the plurality of conductorsare operably coupled to provide at least one powerpath through theelectromotive drive.

In one embodiment, the invention concerns an electromotive device havinga plurality of balls arranged angularly about an axis, a first disc incontact with the balls, a second disc in contact with the balls, whereinthe first and second discs are positioned relative to one another onopposite sides of the plurality of balls. The electromotive device canalso include an idler in contact with the balls, the idler positionedradially inward of the balls. The electromotive device can be providedwith an electrical stator configured to rotate about said axis, whereinthe electrical stator is directly coupled to one of the first disc,second disc, or idler. The electromotive device can include anelectrical rotor configured to rotate about said axis, wherein theelectrical stator is directly coupled to one of the first disc, seconddisc, or idler. In one application, the electrical stator and theelectrical rotor are configured relative to one another to togetherfunction as an electrical motor or as an electrical generator.

In another aspect, the invention relates to an electromotivetransmission having a plurality of balls configured angularly about anaxis, a first disc in contact with the balls, and a plurality of magnetsattached to the first disc. The electromotive transmission can includean idler in contact with the balls and positioned radially inward of theballs, an idler shaft coupled rigidly to the idler, wherein the idlershaft and the idler are configured to rotate and translate axially witheach other. The electromotive transmission in some embodiments includesa plurality of electrical conductors configured as windings or coils,and a stator mount coupled to the electrical conductors and configuredto transfer torque to the idler shaft.

According to one aspect of the invention, an idler shaft and statormount assembly for an electromotive device includes an idler shaft and astator mount. The idler shaft includes a first bore adapted to receiveat least one electrical conductor, a second bore adapted to house anelectrical receptacle that couples to the electrical conductor, a slot(in communication with the first bore) that allows passage of theelectrical conductor to an external side of the idler shaft. The idlershaft can also have a first plurality of axial grooves adapted toreceive a plurality of bearings. The stator mount can include a borehaving a plurality of grooves adapted to receive the plurality ofbearings, whereby the stator mount is capable of transferring torque toor from the idler shaft. The stator mount is configured to support aplurality of electrical conductors.

In one embodiment, the invention concerns a hub shell for anelectromotive transmission. The hub shell can have an inner diameter, anouter diameter, and a plurality of magnets coupled annularly to theinner diameter of the hub shell. Another aspect of the invention isdirected to a shifter for a transmission. The shifter includes a shiftscrew coupled to a stationary component of the transmission, a shiftnut, a shift ring coupled to the shift nut, a shift pin mount positionedbetween the shift nut and the shift ring, and a plurality of shift pinssupported in the shift pin mount. The shift screw can include at leastone slot for receiving the shift pins, and the shift nut is configuredto translate axially on the shift screw and thereby actuate an axialshift of the shift pin mount and the shift pins. In one embodiment, theinvention concerns a stator plate for an electromotive device having aplurality of speed adjusters. The stator plate includes a plurality ofconcave surfaces configured to support the plurality of speed adjustersradially and axially, a plurality of slots configured to support theplurality of speed adjusters angularly, and a boss adapted to support aplurality of magnets.

Another aspect of the invention relates to an electromotive devicehaving a plurality of power adjusters arranged angularly about an axis,a cage adapted to support the power adjusters radially and axially, aplurality of electrical coils coupled to the cage, a rotatable hubshell, and a plurality of magnets coupled to the rotatable hub shell. Inyet another embodiment, the invention concerns an electromotive drivehaving a plurality of magnetized power adjusters arranged angularlyabout an axis, and a plurality of coils positioned between the poweradjusters. In one embodiment, the invention is directed to anelectromotive transmission having a plurality of generally toroidalelectrical conductors arranged angularly about an axis, a plurality ofgenerally toroidal magnets arranged angularly about said axis, a firstdisc coupled to the magnets, a plurality of power adjusters arrangedangularly about said axis and in contact with the first disc, a statormount configured to support the electrical conductors, and an idlershaft configured to transfer torque to or from the stator mount.

In one embodiment, the invention relates to an electrical assembly foran electromotive transmission. The electrical assembly includes a firstset of generally toroidal magnets arranged angularly about an axis, aplurality of generally toroidal electrical conductors arranged angularlyabout said axis, a second set of generally toroidal magnets arrangedangularly about said axis, and wherein the electrical conductors arepositioned between the first and second set of magnets.

In some aspects, the invention concerns an electromechanicaltransmission that includes a plurality of speed adjusters arrangedangularly about an axis, an idler in contact with the plurality of speedadjusters and positioned radially inward of the speed adjusters, a firstdisc in contact with the speed adjusters, and a plurality of magnetscoupled to the first disc. The transmission can include means fortransferring torque to the first disc from an external source, arotatable cage configured to support the speed adjusters radially andaxially, and a plurality of electrical conductors coupled to therotatable cage.

One embodiment of the invention is directed to a method of transmittingpower in an electromechanical device. The method includes mounting anelectrical stator on a rotatable shaft, mounting an electrical rotor ona first rotatable disc, coupling an idler to the shaft, and providingelectrical power to the electrical stator. The method can furtherinclude transmitting torque generated by the interaction between thestator and the rotor, wherein the torque is transmitted from the statorto the shaft, wherein torque is transmitted from the rotor to the firstrotatable disc. The method can also include transmitting torque to asecond rotatable disc via a plurality of speed adjusters coupled to thefirst and second discs and the idler.

In some embodiments, the invention pertains to an electromotive drivehaving a plurality of speed adjusters arranged angularly about an axis,a first disc in contact with the speed adjusters, and a second disc incontact with the speed adjusters. The drive can have an idler in contactwith the speed adjusters and positioned radially inward of the speedadjusters, and an idler shaft rigidly coupled to the idler. The drivecan include a rotatable cage configured to support radially and axiallythe speed adjusters, a plurality of magnets rotationally coupled to thecage, and a plurality of electrical conductors coupled to the idlershaft.

In another aspect, the invention relates to a method of transmittingpower in an electromechanical device. The method includes mounting anelectrical stator on a rotatable shaft, mounting an electrical rotor ona first rotatable disc, transmitting torque from the shaft to thestator, and transmitting torque from the first rotatable disc to therotor. In yet another embodiment, the invention pertains to a method oftransmitting electromechanical power. The method includes providingrotatable shaft, coupling the rotatable shaft to an electrical stator,and providing a rotatable cage, wherein the cage is adapted to radiallyand axially support a plurality of speed adjusters. The method furtherincludes coupling the rotatable cage to an electrical rotor. In yetanother aspect, the invention is directed to a method of providing atransmission with electrical functionality. The method includesproviding plurality of magnetized speed adjusters, the speed adjusterspositioned angularly about an axis, and providing a plurality ofelectrical conductors positioned between individual speed adjusters.

In one embodiment, the invention concerns a method of electromechanicalpower transmission. The method includes providing a plurality of speedadjusters positioned angularly about an axis, providing cage adapted tosupport axially and radially the speed adjusters, providing a first discin contact with the speed adjusters, and providing a second disc incontact with the speed adjusters. The method can further includeproviding an idler in contact with the speed adjusters and positionedradially inward of the speed adjusters, and providing an idler shaftcoupled to the idler. The method can further include coupling aplurality of electrical conductors to the cage, speed adjusters, firstdisc, second disc, idler, or idler shaft. The method can further includecoupling a plurality of magnets to the cage, speed adjusters, firstdisc, second disc, idler, or idler shaft.

Yet another feature of the invention pertains to a method of powertransmission. The method includes providing a continuously variabletransmission (CVT), coupling an electrical stator to a first rotatablecomponent of the CVT, and coupling an electrical rotor to a secondrotatable component of the CVT. Another aspect of the invention concernsan electromechanical device having a transmission, an electrical rotorcoupled to rotate with a first rotatable component of the transmission,and an electrical stator coupled to rotate with a second rotatablecomponent of the transmission.

These and other improvements will become apparent to those skilled inthe art as they read the following detailed description and view theenclosed figures.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a cutaway side view of an embodiment of the transmissionshifted into high.

FIG. 2 is a cutaway side view of the transmission of FIG. 1 shifted intolow.

FIG. 3 is a partial end cross-sectional view of the transmission takenon line III-III of FIG. 1.

FIG. 4 is a schematic cutaway side view of the idler and rampsub-assembly of the transmission of FIG. 1.

FIG. 5 is a schematic perspective view of the ball sub-assembly of thetransmission of FIG. 1.

FIG. 6 is a schematic view of the shift rod sub-assembly of thetransmission of FIG. 1.

FIG. 7 is a schematic cutaway side view of the cage sub-assembly of thetransmission of FIG. 1.

FIG. 8 is a cutaway side view of the output disc of the transmission ofFIG. 1.

FIG. 9 is a cutaway side view of an alternative embodiment of thetransmission of FIG. 1 with an integrated electric motor.

FIG. 10 is a partial cutaway perspective view of the transmission ofFIG. 9.

FIG. 11 is a cutaway end view of the transmission of FIG. 9 taken online III-III of FIG. 9.

FIG. 12 shows the electrical and mechanical powerpath of thetransmission of FIG. 9.

FIG. 13 shows the reverse of the electrical and mechanical powerpath ofthe transmission of FIG. 9.

FIG. 14 is a partial cutaway side view of the idler assembly of thetransmission of FIG. 9.

FIG. 15 is a partial schematic perspective view of the idler assembly ofthe transmission of FIG. 9.

FIG. 16 is a partial cutaway perspective view of the spline assembly ofthe transmission of FIG. 9.

FIG. 17 is a perspective view of the stator mount of the transmission ofFIG. 9.

FIG. 18 is a perspective view of a lamination of the transmission ofFIG. 9.

FIG. 19 is a perspective view of the winding of the transmission of FIG.9.

FIG. 20 is a perspective view of the rotor of the transmission of FIG.9.

FIG. 21 is a perspective view of the shift screw of the transmission ofFIG. 9.

FIG. 22 is a perspective view of a partial shifter assembly of thetransmission of FIG. 9.

FIG. 23 is a cutaway side view of a transmission which can receive inputpower through three paths.

FIG. 24 is a cutaway perspective view of the rotor of the transmissionof FIG. 23.

FIG. 25 is a cutaway side view of a transmission with an integratedgenerator.

FIG. 26 is a perspective schematic view of the generator of thetransmission of FIG. 25.

FIG. 27 is a perspective of a stator of the transmission of FIG. 25.

FIG. 28 is a perspective view of an axle of the transmission of FIG. 25.

FIG. 29 is a perspective schematic view of the transmission of FIG. 9with an integrated electric motor.

FIG. 30 is a sketch of the magnetic poles of a ball of the motor of FIG.29.

FIG. 31 is a cutaway side view of an alternative electric motor of thetransmission of FIG. 9.

FIG. 32 is a perspective view of the rotor and stator of the electricmotor of FIG. 31.

FIG. 33 is a perspective view of the conductor of the electric motor ofFIG. 31.

FIG. 34 is a perspective view of the stator of the electric motor ofFIG. 31.

FIG. 35 is a schematic end view of the stator of the electric motor ofFIG. 31 showing the current path.

FIG. 36 is an alternative embodiment of the conductor of the electricmotor of FIG. 31.

FIG. 37 is an alternative embodiment of the stator of the electric motorof FIG. 31.

FIG. 38 is a cutaway side view of an alternative embodiment of thetransmission of FIG. 23.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT

Embodiments of the invention will now be described with reference to theaccompanying figures, wherein like numerals refer to like elementsthroughout. The terminology used in the description presented herein isnot intended to be interpreted in any limited or restrictive mannersimply because it is being utilized in conjunction with a detaileddescription of certain specific embodiments of the invention.Furthermore, embodiments of the invention may include several novelfeatures, no single one of which is solely responsible for its desirableattributes or which is essential to practicing the inventions hereindescribed.

The transmissions described herein are of the type that utilize speedadjuster balls with axes that tilt as described in U.S. Pat. Nos.6,241,636, 6,322,475, and 6,419,608, which patents are herebyincorporated herein by reference. The embodiments described in thesepatents and those described herein typically have two sides generallyseparated by a variator portion, to be described below, an input sideand an output side. For convenience, the driving side of thetransmission (that is, the side that receives the torque into thetransmission) is termed the input side, and the driven side of thetransmission (or the side that transfers the torque from thetransmission out of the transmission) is termed the output side.

An input disc and an output disc are in contact with the speed adjusterballs. As the balls tilt on their axes, the point of rolling contact onone disc moves toward the pole or axis of the ball, where it contactsthe ball at a circle of decreasing diameter, and the point of rollingcontact on the other disc moves toward the equator of the ball, thuscontacting the disc at a circle of increasing diameter. If the axis ofthe ball is tilted in the opposite direction, the input and output discsrespectively experience the converse relationship. In this manner, theratio of rotational speed of the input disc to that of the output disc,or the transmission ratio, can be changed over a wide range by simplytilting the axes of the speed adjuster balls.

The centers of the balls define the border between the input side andthe output side of the transmission and similar components that arelocated on both the input side of the balls and the output side of theballs are generally described herein with the same reference numbers.Similar components located on both the input and output sides of thetransmission generally have the suffix “a” attached at the end of thereference number if they are located on the input side, and thecomponents located on the output side of the transmission generally havethe suffix “b” attached at the end of their respective referencenumbers.

Referring to FIG. 1, an embodiment of a transmission 100 is illustratedhaving a longitudinal axis 11 about which multiple speed adjusting balls1 are radially distributed. The speed adjusting balls 1 of someembodiments stay in their angular positions about the longitudinal axis11, while in other embodiments the balls 1 are free to orbit about thelongitudinal axis 11. The balls 1 are contacted on their input side byan input disc 34 and on their output side by an output disc 101. Theinput and out put discs 34, 101 are annular discs extending from aninner bore near the longitudinal axis on their respective input andoutput sides of the balls 1 to a radial point at which they each makecontact with the balls 1. The input and output discs 34, 101 each have acontact surface that forms the contact area between each disc 34 and101, and the balls 1. In general, as the input disc 34 rotates about thelongitudinal axis 11, each portion of the contact area of the input disc34 rotates and sequentially contacts each of the balls 1 during eachrotation. This is similar for the output disc 101 as well.

The input disc 34 and the output disc 101 can be shaped as simple discsor can be concave, convex, cylindrical or any other shape, depending onthe configuration of the input and output desired. In one embodiment theinput and output discs are spoked to make them lighter for weightsensitive applications. The rolling contact surfaces of the discs wherethey engage the speed adjuster balls can have a flat, concave, convex orother shaped profile, depending on the torque and efficiencyrequirements of the application. A concave profile where the discscontact the balls decreases the amount of axial force required toprevent slippage while a convex profile increases efficiency.Additionally, the balls 1 all contact an idler 18 on their respectiveradially innermost point.

The idler 18 is a generally cylindrical component that rests coaxiallyabout the longitudinal axis 11 and assists in maintaining the radialposition of the balls 1. With reference to the longitudinal axis 11 ofmany embodiments of the transmission, the contact surfaces of the inputdisc 34 and the output disc 101 can be located generally radiallyoutward from the center of the balls 1, with the idler 18 locatedradially inward from the balls 1, so that each ball 1 makes three-pointcontact with the idler 18, the input disc 34, and the output disc 101.The input disc 34, the output disc 101, and the idler 18 can all rotateabout the same longitudinal axis 11 in many embodiments, and aredescribed in fuller detail below.

Due to the fact that the embodiments of transmissions 100 describedherein are rolling traction transmissions, in some embodiments, highaxial forces are required to prevent slippage of the input disc 34 andoutput disc 101 at the ball 1 contacts. As axial force increases duringperiods of high torque transfer, deformation of the contact patcheswhere the input disc 34, the output disc 101, and the idler 18 contactthe balls 1 becomes a significant problem, reducing efficiency and thelife of these components. The amount of torque that can be transferredthrough these contact patches is finite and is a function of the yieldstrength of the material from which the balls 1, the input disc, 34, theoutput disc 101, and the idler 18 are made. The friction coefficient ofthe balls 1, the input disc, 34, the output disc 101, and the idler 18has a dramatic effect on the amount of axial force required to transfera given amount of torque and thus greatly affects the efficiency andlife of the transmission. The friction coefficient of the rollingelements in a traction transmission is a very important variableaffecting performance.

Certain coatings may be applied to the surfaces of the balls 1, theinput disc, 34, the output disc 101, and the idler 18 to improve theirperformance. In fact, such coatings can be used advantageously on therolling contacting elements of any rolling traction transmission toachieve the same added benefits that are achieved for the embodiments oftransmissions described herein. Some coatings have the beneficial effectof increasing the friction coefficient of the surfaces of these rollingelements. Some coatings have a high friction coefficient and display avariable coefficient of friction, which increases as axial forceincreases. A high friction coefficient allows less axial force to berequired for a given torque, thereby increasing efficiency and life ofthe transmission. A variable coefficient of friction increases themaximum torque rating of the transmission by decreasing the amount ofaxial force required to transfer this maximum torque.

Some coatings, such as ceramics and cermets, possess excellent hardnessand wear properties, and can greatly extend the life of the highlyloaded rolling elements in a rolling traction transmission. A ceramiccoating such as silicon nitride can have a high friction coefficient, avariable coefficient of friction which increases as axial forceincreases, and can also increase the life of the balls 1, the inputdisc, 34, the output disc 101, and the idler 18 when applied to thesurfaces of these components in a very thin layer. The coating thicknessdepends on the material used for the coating and can vary fromapplication to application but typically is in the range of 0.5 micronsto 2 microns for a ceramic and 0.75 microns to 4 microns for a cermet.

The process used to apply the coating is important to consider when theballs 1, the input disc, 34, the output disc 101, and the idler 18 aremade from hardened steel, which is the material used in many embodimentsof the transmissions described herein. Some processes used to applyceramics and cermets require high temperatures and will lower thehardness of the balls 1, the input disc, 34, the output disc 101, andthe idler 18, harming performance and contributing to premature failure.A low temperature application process is desirable and several areavailable, including low temperature vacuum plasma, DC pulsed reactivemagnetron sputtering, plasma-enhanced chemical vapor deposition(PE-CVD), unbalanced magnetron physical vapor deposition, and plating.The plating process is attractive due to its low cost and because acustom bath can be created to achieve desired coating properties.Immersing the rolling elements in a bath of silicon carbide or siliconnitride with co-deposited electroless nickel or electroplated nickelwith silicon carbide or silicon nitride is a low temperature solutionthat is well suited for high volume production. It should be noted thatother materials can be used in addition to those mentioned. With thisapplication process, the parts are contained in a cage, immersed in thebath, and shaken so that the solution contacts all surfaces. Thicknessof the coating is controlled by the length of time that the componentsare immersed in the bath. For instance, some embodiments will soak thecomponents using silicon nitride with co-deposited electroless nickelfor four (4) hours to achieve the proper coating thickness, althoughthis is just an example and many ways to form the coating and controlits thickness are known and can be used taking into account the desiredproperties, the desired thickness and the substrate or base metal ofwhich the components are made.

FIGS. 1, 2, and 3 illustrate an embodiment of a continuously variabletransmission 100 that is shrouded in a case 40 which protects thetransmission 100, contains lubricant, aligns components of thetransmission 100, and absorbs forces of the transmission 100. A case cap67 can, in certain embodiments, cover the case 40. The case cap 67 isgenerally shaped as a disc with a bore, through its center through whichan input shaft passes, and that has a set of threads at its outerdiameter that thread into a corresponding set of threads on the innerdiameter of the case 40. Although in other embodiments, the case cap 67can be fastened to the case 40 or held in place by a snap ring andcorresponding groove in the case 40, and would therefore not need to bethreaded at its outer diameter. In embodiments utilizing fasteners toattach the case cap 67, the case cap 67 extends to the inside diameterof the case 40 so that case fasteners (not shown) used to bolt the case40 to the machinery to which the transmission 100 is attached can bepassed through corresponding holes in the case cap 67. The case cap 67of the illustrated embodiment has a cylindrical portion extending froman area near its outer diameter toward the output side of thetransmission 100 for additional support of other components of thetransmission 100. At the heart of the illustrated transmission 100embodiment is a plurality of balls 1 that are typically spherical inshape and are radially distributed substantially evenly or symmetricallyabout the centerline, or longitudinal axis 11 of rotation of thetransmission 100. In the illustrated embodiment, eight balls 1 are used.However, it should be noted that more or fewer balls 1 could be useddepending on the use of the transmission 100. For example, thetransmission may include 3, 4, 5, 6, 7, 8, 9, 10, 11, 12, 13, 14, 15 ormore balls. The provision for more than 3, 4, or 5 balls can more widelydistribute the forces exerted on the individual balls 1 and their pointsof contact with other components of the transmission 100 and can reducethe force necessary to prevent the transmission 100 from slipping at theball 1 contact patches. Certain embodiments in applications with lowtorque but a high transmission ratio use few balls 1 of relativelylarger diameters, while certain embodiments in applications with hightorque and a high transmission ratio can use more balls 1 or relativelylarger diameters. Other embodiments, in applications with high torqueand a low transmission ratio and where high efficiency is not important,use more balls 1 of relatively smaller diameters. Finally, certainembodiments, in applications with low torque and where high efficiencyis not important, use few balls 1 of relatively smaller diameters.

Ball axles 3 are inserted through holes that run through the center ofeach of the balls 1 to define an axis of rotation for each of the balls1. The ball axles 3 are generally elongated shafts over which the balls1 rotate, and have two ends that extend out of either side of the holethrough the balls 1. Certain embodiments have cylindrically shaped ballaxles 3, although any shape can be used. The balls 1 are mounted torotate freely about the ball axles 3.

In certain embodiments, bearings (not separately illustrated) areutilized to reduce the friction between the outer surface of the ballaxles 3 and the surface of the bore through the corresponding ball 1.These bearings can be any type of bearings situated anywhere along thecontacting surfaces of the balls 1 and their corresponding ball axles 3,and many embodiments will maximize the life and utility of such bearingsthrough standard mechanical principles common in the design of dynamicmechanical systems. In some of these embodiments, radial bearings arelocated at each end of the bore through the balls 1. These bearings canincorporate the inner surface of the bore or the outer surface of theball axles 3 as their races, or the bearings can include separate racesthat fit in appropriate cavities formed in the bore of each ball 1 andon each ball axle 3. In one embodiment, a cavity (not shown) for abearing is formed by expanding the bore through each ball 1 at least atboth ends an appropriate diameter such that a radial bearing, roller,ball or other type, can be fitted into and held within the cavity thusformed. In another embodiment, the ball axles 3 are coated with afriction reducing material such as babbit, Teflon or other suchmaterial.

Many embodiments also minimize the friction between the ball axles 3 andthe balls 1 by introducing lubrication in the bore of the ball axles 3.The lubrication can be injected into the bore around the ball axles 3 bya pressure source, or it can be drawn into the bore by the rifling orhelical grooves formed on the ball axles 3 themselves. Furtherdiscussion of the lubrication of the ball axles 3 is provided below.

In FIG. 1, the axes of rotation of the balls 1 are shown tilted in adirection that puts the transmission in a high ratio, wherein the outputspeed is greater than the input speed. If the ball axles 3 arehorizontal, that is parallel to the main axis of the transmission 100,the transmission 100 is in a 1:1 input rotation rate to output rotationrate ratio, wherein the input and output rotation speeds are equal. InFIG. 2, the axes of rotation of the balls 1 are shown tilted in adirection where the transmission 100 is in a low ratio, meaning theoutput rotation speed is slower than the input rotation speed. For thepurpose of simplicity, only the parts that change position ororientation when the transmission 100 is shifted are numbered in FIG. 2.

FIGS. 1, 2, 4, and 5 illustrate how the axes of the balls 1 can betilted in operation to shift the transmission 100. Referring to FIG. 5,a plurality of legs 2, which in most embodiments are generally struts,are attached to the ball axles 3 near each of the ends of the ball axles3 that extend beyond the ends of the holes bored through the balls 1.Each leg 2 extends from its point of attachment to its respective ballaxle 3 radially inward toward the axis of the transmission 100. In oneembodiment, each of the legs 2 has a through bore that receives arespective end of one of the ball axles 3. The ball axles 3 preferablyextend through the legs 2 such that they have an end exposed beyond eachleg 2. In the illustrated embodiments, the ball axles 3 advantageouslyhave rollers 4 coaxially and slidingly positioned over the exposed endsof the ball axles 3. The rollers 4 are generally cylindrical wheelsfitted over the ball axles 3 outside of and beyond the legs 2 and rotatefreely about the ball axles 3. The rollers 4 can be attached to the ballaxles 3 via spring clips or other such mechanism, or they can ridefreely over the ball axles 3. The rollers 4 can be radial bearings forinstance, where the outer races of the bearings form the wheel orrolling surface. As illustrated in FIGS. 1 and 7, the rollers 4 and theends of the ball axles 3 fit inside grooves 86 formed by or in a pair ofstators 80 a, 80 b.

The stators 80 a, 80 b of one embodiment are illustrated in FIGS. 5 and7. The illustrated input stator 80 a and output stator 80 b aregenerally in the form of parallel discs annularly located about thelongitudinal axis 11 of the transmission on either side of the balls 1.The stators 80 a, 80 b of many embodiments are comprised of input statordiscs 81 a and output stator discs 81 b, respectively, which aregenerally annular discs of substantially uniform thickness with multipleapertures to be discussed further below. Each input and output statordisc 81 a, 81 b has a first side that faces the balls 1 and a secondside that faces away from the balls 1. Multiple stator curves 82 areattached to the first side of the stator discs 81 a, 81 b. The statorcurves 82 are curved surfaces attached or affixed to the stator discs 81a, 81 b that each has a concave face 90 facing toward the balls 1 and aconvex face 91 facing away from the balls 1 and contacting theirrespective stator discs 81. In some embodiments, the stator curves 82are integral with the stator discs 81 a, 81 b. The stator curves 82 ofmany embodiments have a substantially uniform thickness and have atleast one aperture (not separately shown) used to align and attach thestator curves 82 to each other and to the stator discs 81. The statorcurves 82 of many embodiments, or the stator discs 81 a, 81 b whereintegral parts are used, include a slot 710 that accepts a flat spacer83, which allows further positioning and alignment of the stator curves82 and stator discs 81 a, 81 b. The flat spacers 83 are generally flatand generally rectangular pieces of rigid material that extend betweenand interconnect the input stator 80 a and the output stator 80 b. Theflat spacers 83 fit within the slots 710 formed in the stator curves 82.In the illustrated embodiment, the flat spacers 83 are not fastened orotherwise connected to the stator curves 82; however, in someembodiments the flat spacers 83 are attached to the stator curves 82 bywelding, adhesive, or fastening.

Also illustrated in FIG. 7, multiple cylindrical spacers 84, of agenerally cylindrical shape with bores at least in each end, areradially positioned inside of the flat spacers 83 and also connect andposition the stator discs 81 and stator curves 82. The bores of thecylindrical spacers 84 accept one spacer fastener 85 at each end. Thespacer fasteners 85 are designed to clamp and hold the stator discs 81a, 81 b, the stator curves 82, the flat spacers 83, and the cylindricalspacers 84 together, which collectively form the cage 89. The cage 89maintains the radial and angular positions of the balls 1 and aligns theballs 1 with respect to one another.

The rotational axes of the balls 1 are changed by moving either theinput-side or output-side legs 2 radially out from the axis of thetransmission 100, which tilts the ball axles 3. As this occurs, eachroller 4 fits into and follows a groove 86, which is slightly largerthan the diameter of the roller 4, and is formed by the space betweeneach pair of adjacent stator curves 82. The rollers 4 therefore rollalong the surface of the sides 92, 93 of the stator curves 82, a firstside 92 and a second side 93 for each stator curve 82, in order tomaintain the plane of movement of the ball axles 3 in line with thelongitudinal axis 11 of the transmission 100. In many embodiments, eachroller 4 rolls on a first side 92 of the stator curve 82 on the inputside of the transmission 100 and on the corresponding first side 92 ofthe corresponding output stator curve 82. Typically, in suchembodiments, the forces of the transmission 100 prevent the rollers 4from contacting the second side 93 of the stator curves 82 in normaloperation. The rollers 4 are slightly smaller in diameter than the widthof the grooves 86 formed between the stator curves 82, forming a smallgap between the edges of the grooves 86 and the circumference of eachcorresponding roller. If the opposing sets of stator curves 82 on theinput stator 80 a and output stator 80 b were in perfect alignment, thesmall gap between the circumferences of the rollers 4 and the grooves 86would allow the ball axles to slightly tilt and become misaligned withthe longitudinal axis 11 of the transmission 100. This conditionproduces sideslip, a situation where the balls axles 3 are allowed tomove slightly laterally, which lowers overall transmission efficiency.In some embodiments, the stator curves 82 on the input and output sidesof the transmission 100 may be slightly offset from each other so thatthe ball axles 3 remain parallel with the axis of the transmission 100.Any tangential force, mainly a transaxial force, the balls 1 may applyto the ball axles 3 is absorbed by the ball axles 3, the rollers 4 andthe first sides 92, 93 of the stator curves 82. As the transmission 100is shifted to a lower or higher transmission ratio by changing therotational axes of the balls 1, each one of the pairs of rollers 4,located on the opposite ends of a single ball axle 3, move in oppositedirections along their respective corresponding grooves 86 by rolling upor down a respective side of the groove 86.

Referring to FIGS. 1 and 7, the cage 89 can be rigidly attached to thecase 40 with one or more case connectors 160. The case connectors 160extend generally perpendicularly from the radial outermost part of theflat spacers 83. The case connectors 160 can be fastened to the flatspacers 83 or can be formed integrally with the flat spacers 83. Theoutside diameter formed roughly by the outsides of the case connectors160 is substantially the same dimension as the inside diameter of thecase 40 and holes in both the case 40 and case connectors 160 providefor the use of standard or specialty fasteners, which rigidly attach thecase connectors 160 to the case 40, thus bracing and preventing the cage40 from moving. The case 40 has mounting holes providing for theattachment of the case 40 to a frame or other structural body. In otherembodiments, the case connectors 160 can be formed as part of the case40 and provide a location for attachment of the flat spacers 83 or othercage 89 component in order to mobilize the cage 89.

FIGS. 1, 5, and 7 illustrate an embodiment including a pair of statorwheels 30 attached to each of the legs 2 that roll on the concave face90 of the curved surfaces 82 along a path near the edge of the sides 92,93. The stator wheels 30 are attached to the legs 2 generally in thearea where the ball axles 3 pass through the legs 2. The stator wheels30 can be attached to the legs 2 with stator wheel pins 31, which passthrough a bore through the legs 2 that is generally perpendicular to theball axles 3, or by any other attachment method. The stator wheels 30are coaxially and slidingly mounted over the stator wheel pins 31 andsecured with standard fasteners, such as snap rings for example. In someembodiments, the stator wheels 30 are radial bearings with the innerrace mounted to the stator wheel pins 31 and the outer race forming therolling surface. In certain embodiments, one stator wheel 30 ispositioned on each side of a leg 2 with enough clearance from the leg 2to allow the stator wheels 30 to roll radially along the concave faces90, with respect to the longitudinal axis 11 of the transmission 100,when the transmission 100 is shifted. In certain embodiments, theconcave faces 90 are shaped such that they are concentric about a radiusfrom the longitudinal axis 11 of the transmission 100 formed by thecenter of the balls 1.

Still referring to FIGS. 1, 5, and 7, guide wheels 21 are illustratedthat can be attached to the end of the legs 2 that are nearest thelongitudinal axis 11 of the transmission 100. In the illustratedembodiment, the guide wheels 21 are inserted into a slot formed in theend of the legs 2. The guide wheels 21 are held in place in the slots ofthe legs 21 with guide wheel pins 22, or by any other attachment method.The guide wheels 21 are coaxially and slidingly mounted over the guidewheel pins 22, which are inserted into bores formed in the legs 2 oneach side of the guide wheels 21 and perpendicular to the plane of theslot. In some embodiments, the legs 2 are designed to deflectelastically relatively slightly in order to allow for manufacturingtolerances of the parts of the transmission 100. The ball 1, the legs 2,the ball axle 3, the rollers 4, the stator wheels 30, the stator wheelpins 31, the guide wheels 21, and the guide wheel pins 22 collectivelyform the ball/leg assembly 403 seen in FIG. 5.

Referring to the embodiment illustrated in FIGS. 4, 6, and 7, shiftingis actuated by rotating a rod 10 that is positioned outside of the case40. The rod 10 is utilized to wrap an unwrap a flexible input cable 155a and a flexible output cable 155 b that are attached to, at theirrespective first ends, and wrapped around the rod 10, in oppositerespective directions. In some embodiments, the input cable 155 a iswrapped counter-clockwise around the rod 10 and the output cable 155 bis wrapped clockwise around the rod 10, when looking from right to leftas the rod 10 is illustrated in FIG. 6. Both the input cable 155 a andthe output cable 155 b extend through holes in the case 40 and thenthrough the first end of an input flexible cable housing 151 a, and anoutput flexible cable housing 151 b. The input flexible cable housing151 a and the output flexible cable housing 151 b of the illustratedembodiment are flexible elongated tubes that guide the input cable 155 aand output cable 155 b radially inward toward the longitudinal axis 11then longitudinally out through holes in the stator discs 81 a, b andthen again radially inward where the second end of the input and outputflexible cable housings 151 a, b are inserted into and attach to thefirst end of input and output rigid cable housings 153 a, b,respectively. The input and output rigid cable housings 153 a, b, areinflexible tubes through which the cables 155 a, b, pass and are guidedradially inward from the second ends of the flexible cable housings 151a, b and then direct the cables 155 a, b longitudinally through holes inthe stator discs 81 a, b and toward a second end of the rigid cablehousings 153 a, b near the idler 18. In many embodiments, the cables 155a, b are attached at their second ends to an input shift guide 13 a, andan output shift guide 13 b (described further below) with conventionalcable fasteners, or other suitable attachment means. As will bediscussed further below, the shift guides 13 a, 13 b position the idler18 axially along the longitudinal axis 11 and position the legs 3radially, thereby changing the axes of the balls 1 and the ratio of thetransmission 100.

If the rod 10 is rotated counter-clockwise, relative to the axis of therod 10 from right to left as illustrated in FIG. 6, by the user, eithermanually or by or assisted with a power source, the input cable 155 aunwinds from the rod 10 and the output cable 155 b winds onto the rod10. Therefore, the second end of the output cable 155 b applies atension force to the output shift guide 13 b and the input cable 155 ais unwinding a commensurate amount from the rod 10. This moves the idler18 axially toward the output side of the transmission 100 and shifts thetransmission 100 toward low.

Still referring to FIGS. 4, 5, and 7, the illustrated shift guides 13 a,b, are each generally of the form of an annular ring with inside andoutside diameters, and are shaped so as to have two sides. The firstside is a generally straight surface that dynamically contacts andaxially supports the idler 18 via two sets of idler bearings 17 a, 17 b,which are each associated with a respective shift guide 13 a, b. Thesecond side of each shift guide 13 a, b, the side facing away from theidler 18, is a cam side that transitions from a straight or flat radialsurface 14, towards the inner diameter of the shift guides 13 a, b, to aconvex curve 97 towards the outer diameter of the shift guides 13 a, b.At the inner diameter of the shift guides 13 a, b a longitudinal tubularsleeve 417 a, b extends axially toward the opposing shift guide 13 a, bin order to mate with the tubular sleeve 417 a, b from that shift guide13 a, b. In some embodiments, as illustrated in FIG. 4, the tubularsleeve of the input side shift guide 13 a has part of its inner diameterbored out to accept the tubular sleeve of the output shift guide 13 b.Correspondingly, a portion of the outer diameter of the tubular sleeveof the output shift guide 13 b has been removed to allow a portion ofthat tubular sleeve 417 a, b to be inserted into the tubular sleeve 417a, b of the input shift guide 13 a. This provides additional stabilityto the shift guides 13 a, b of such embodiments.

The cross section side view of the shift guides 13 a, b illustrated inFIG. 4 shows that, in this embodiment, the flat surface 14 profile ofthe side facing away from the is perpendicular to the longitudinal axis11 up to a radial point where the guide wheels 21 contact the shiftguides 13 a, b, if the ball axles 3 are parallel with the longitudinalaxis 11 of the transmission 100. From this point moving out toward theperimeter of the shift guide 13 a, b the profile of the shift guides 13a, b curves in a convex shape. In some embodiments, the convex curve 97of a shift guide 13 a, b is not a radius but is composed of multipleradii, or is shaped hyperbolically, asymptotically or otherwise. As thetransmission 100 is shifted toward low, the input guide wheels 21 a,roll toward the longitudinal axis 11 on the flat 14 portion of shiftguide 13 a, and the output guide wheels 21 b roll on the convex curved97 portion of the shift guide 13 b away from the longitudinal axis 11.The shift guides 13 a, b, can be attached to each other by eitherthreading the tubular sleeve of the input shift guide 13 a with malethreads and the tubular sleeve of the output sleeve 13 b with femalethreads, or vice versa, and threading the shift guides 13 a, b,together. One shift guide 13 a, b, either the input or output, can alsobe pressed into the other shift guide 13 a, b. The shift guides 13 a, bcan also be attached by other methods such as glue, metal adhesive,welding or any other means.

The convex curves 97 of the two shift guides 13 a, b, act as camsurfaces, each contacting and pushing the multiple guide wheels 21. Theflat surface 14 and convex curve 97 of each shift guide 13 a, b contactthe guide wheels 21 so that as the shift guides 13 a, b, move axiallyalong the longitudinal axis 11, the guide wheels 21 ride along the shiftguide 13 a, b surface 14, 97 in a generally radial direction forcing theleg 2 radially out from, or in toward, the longitudinal axis 11, therebychanging the angle of the ball axle 3 and the rotational axis of theassociated ball 1.

Referring to FIGS. 4 and 7, the idler 18 of some embodiments is locatedin a trough formed between the first sides and the sleeve portions ofthe shift guides 13 a, b, and thus moves in unison with the shift guides13 a, b. In certain embodiments, the idler 18 is generally tubular andof one outside diameter and is substantially cylindrical along thecentral portion of its inside diameter with an input and output idlerbearing 17 a, b, on each end of its inside diameter. In otherembodiments, the outer diameter and inside diameters of the idler 18 canbe non-uniform and can vary or be any shape, such as ramped or curved.The idler 18 has two sides, one near the input stator 80 a, and one nearthe output stator 80 b. The idler bearings 17 a, 17 b provide rollingcontact between the idler 18 and the shift guides 13 a, b. The idlerbearings 17 a, 17 b are located coaxially around the sleeve portion ofthe shift guides 13 a, b, allowing the idler 18 to rotate freely aboutthe axis of the transmission 100. A sleeve 19 is fit around thelongitudinal axis 11 of the transmission 100 and fitting inside theinside diameters of the shift guides 13 a, b. The sleeve 19 is agenerally tubular component that is held in operable contact with aninside bearing race surface of each of the shift guides 13 a, b by aninput sleeve bearing 172 a and an output sleeve bearing 172 b. Thesleeve bearings 172 a, b, provide for rotation of the sleeve 19 byrolling along an outer bearing race complimentary to the races of theshift guides 13 a, b. The idler 18, the idler bearings 17 a, 17 b, thesleeve 19, the shift guides 13 a, 13 b, and the sleeve bearings 172 a,172 b collectively form the idler assembly 402, seen in FIG. 4.

Referring to FIGS. 4, 7, and 8, the sleeve 19 of some embodiments hasits inside diameter threaded to accept the threaded insertion of anidler rod 171. The idler rod 171 is a generally cylindrical rod thatlies along the longitudinal axis 11 of the transmission 100. In someembodiments, the idler rod 171 is threaded at least partially along itslength to allow insertion into the sleeve 19. The first end of the idlerrod 171, which faces the output side of the transmission 100, ispreferably threaded through the sleeve 19 and extends out past theoutput side of the sleeve 19 where it is inserted into the insidediameter of the output disc 101.

As illustrated in FIG. 8, the output disc 101 in some embodiments isgenerally a conical disc that is spoked to reduce weight and has atubular sleeve portion extending from its inner diameter axially towardthe output side of the transmission 100. The output disc 101 transfersthe output torque to a drive shaft, wheel, or other mechanical device.The output disc 101 contacts the balls 1 on their output side androtates at a speed different from the input rotation of the transmissionat ratios other than 1:1. The output disc 101 serves to guide and centerthe idler rod 171 at its first end so that the sleeve 19, idler 18, andshift guides 13 a, b stay concentric with the axis of the transmission100. Alternately, an annular bearing may be positioned over the idlerrod 171, between the idler rod 171 and the inside diameter of the outputdisc 101, to minimize friction. The idler rod 171, sleeve 19, shiftguides 13 a, b, and idler 18 are operably connected, and all moveaxially in unison when the transmission 100 is shifted.

Referring to FIG. 2, a conical spring 133, positioned between the inputshift guide 13 a and stator 80 a biases the shifting of the transmission100 toward low. Referring to FIG. 1, output disc bearings 102, whichcontact a bearing race near the perimeter of the output disc 101, absorband transfer axial force generated by the transmission 100 to the case40. The case 40 has a corresponding bearing race to guide the outputdisc bearings 102.

Referring to FIGS. 4, 5, and 7, the limits of the axial movement of theshift guides 13 a, b define the shifting range of the transmission 100.Axial movement is limited by inside faces 88 a, b, on the stator discs81 a, b, which the shift guides 13 a, b, contact. At an extreme hightransmission ratio, shift guide 13 a contacts the inside face 88 a onthe input stator discs 81 a, and at an extreme low transmission ratio,the shift guide 13 b contacts the inside face 88 on the output statordisc 81 b. In many embodiments, the curvature of the convex curves 97 ofthe shift guides 13 a, b, is functionally dependent on the distance fromthe center of a ball 1 to the center of the guide wheel 21, the radiusof the guide wheel 21, the angle between lines formed between the twoguide wheels 21 and the center of the ball 1, and the angle of tilt ofthe ball 1 axis. An example of such a relationship is described below,with respect to FIGS. 25, 26 and 27.

Now referring to embodiments illustrated by FIGS. 1, 5, and 7, one ormore stator wheels 30 can be attached to each leg 2 with a stator wheelpin 31 that is inserted through a hole in each leg 2. The stator wheelpins 31 are of the proper size and design to allow the stator wheels 30to rotate freely over each stator wheel pin 31. The stator wheels 30roll along the concave curved surfaces 90 of the stator curves 82 thatface the balls 1. The stator wheels 30 provide axial support to preventthe legs 2 from moving axially and to ensure that the ball axles 3 tilteasily when the transmission 100 is shifted.

Referring to FIGS. 1 and 7, a spoked input disc 34, located adjacent tothe stator 80 a, partially encapsulates but generally does not contactthe stator 80 a. The input disc 34 may have two or more spokes or may bea solid disc. The spokes reduce weight and aid in assembly of thetransmission 100. In other embodiments, a solid disc can be used. Theinput disc 34 has two sides, a first side that contacts with the balls1, and a second side that faces opposite the first side. The input disc34 is generally an annular disk that fits coaxially over, and extendsradially from, a set of female threads or nut 37 at its inner diameter.The outside diameter of the input disc 34 is designed to fit within thecase 40, if the case 40 used is the type that encapsulates the balls 1and the input disc 34 and mounts to a rigid support structure 116 suchas a chassis or frame with conventional bolts, which are insertedthrough bolt holes in a flange on the case 40. As mentioned above, theinput disc 34 is in rotating contact with the balls 1 along acircumferential ramped or bearing contact surface on a lip of the firstside of the input disc 34, the side facing the balls 1. As alsomentioned above, some embodiments of the input disc 34 have a set offemale threads 37, or a nut 37, inserted into its inside diameter, andthe nut 37 is threaded over a screw 35, thereby engaging the input disc34 with the screw 35.

Referring to FIGS. 1 and 4, the screw 35 is attached to and rotated by adrive shaft 69. The drive shaft 69 is generally cylindrical and has aninner bore, a first end facing axially towards the output side, a secondend facing axially toward the input side, and a generally constantdiameter. At the first end, the drive shaft 69 is rigidly attached toand rotated by the input torque device, usually a gear, a sprocket, or acrankshaft from a motor. The drive shaft 69 has axial splines 109extending from its second end to engage and rotate a corresponding setof splines formed on the inside diameter of the screw 35. A set ofcentral drive shaft ramps 99, which on a first side is generally a setof raised inclined surfaces on an annular disk that is positionedcoaxially over the drive shaft 69, have mating prongs that mate with thesplines 109 on the drive shaft 99, are rotated by the drive shaft 69,and are capable of moving axially along the drive shaft 69. A pin ring195 contacts a second side of the central drive shaft ramps 99. The pinring 195 is a rigid ring that is coaxially positioned over the idler rod171, is capable of axial movement and has a transverse bore thatfunctions to hold an idler pin 196 in alignment with the idler rod 171.The idler pin 196 is an elongated rigid rod that is slightly longer thanthe diameter of the pin ring 195 and which is inserted through anelongated slot 173 in the idler rod 171 and extends slightly beyond thepin ring 195 at both its first and second ends when it is inserted intothe bore of the pin ring 195. The elongated slot 173 in the idler rod171 allows for axial movement of the idler rod 171 to the right, whenviewed as illustrated in FIG. 1, without contacting the pin 196 when thetransmission 100 is shifted from 1:1 toward high. However, when thetransmission 100 is shifted from 1:1 toward low, the side on the inputend of the elongated slot 173 contacts the pin 196, which then operablycontacts the central drive shaft ramps 99 via the pin ring 195. Theidler rod 171 is thus operably connected to the central drive shaftramps 99 when the transmission is between 1:1 and low so that when theidler rod 171 moves axially the central drive shaft ramps 99 also moveaxially in conjunction with the idler rod 171. The ramp surfaces of thecentral drive shaft ramps 99 can be helical, curved, linear, or anyother shape, and are in operable contact with a set of correspondingcentral bearing disc ramps 98. The central bearing disc ramps 98 haveramp faces that are complimentary to and oppose the central drive shaftramps 99. On a first side, facing the output side of the transmission100, the central bearing disc ramps 98 face the central drive shaftramps 99 and are contacted and driven by the central drive shaft ramps99.

The central bearing disc ramps 98 are rigidly attached to a bearing disc60, a generally annular disc positioned to rotate coaxially about thelongitudinal axis 11 of the transmission 100. The bearing disc 60 has abearing race near its perimeter on its side that faces away from theballs 1 that contacts a bearing disc bearing 66. The bearing discbearing 66 is an annular thrust bearing at the perimeter of the bearingdisc 60 and is positioned between the bearing disc 60 and the case cap67. The bearing disc bearing 66 provides axial and radial support forthe bearing disc 60 and in turn is supported by a bearing race on a casecap 67, which acts with the case 40 to encapsulate partially the innerparts of the transmission 100.

Referring to FIG. 1, the case cap 67 is generally an annular discextending from the drive shaft 69 having a tubular portion extendingtoward the output end from at or near its perimeter and also having abore through its center. The case cap 67 absorbs axial and radial forcesproduced by the transmission 100, and seals the transmission 100,thereby preventing lubricant from escaping and contamination fromentering. The case cap 67 is stationary and, in some embodiments, isrigidly attached to the case 40 with conventional fastening methods orcan have male threads on its outside diameter, which mate withcorresponding female threads on the inside diameter of the case 40. Aswas mentioned above, the case cap 67 has a bearing race that contactsthe bearing disc bearing 66 near the perimeter of the bearing disc 60that is located at the inside of the output end of the tubular extensionfrom the case cap 67. The case cap 67 also has a second bearing racefacing the output side located near the inside diameter of its annularportion that mates with a drive shaft bearing 104. The drive shaftbearing 104 is a combination thrust and radial bearing that providesaxial and radial support to the drive shaft 69. The drive shaft 67 has abearing race formed on its outside diameter facing the input side thatmates with the drive shaft bearing 104, which transfers the axial forceproduced by the screw 35 to the case cap 67. An input bearing 105, addssupport to the drive shaft 69. The input bearing 105 is coaxiallypositioned over the drive shaft 69 and mates with a third race on theinside diameter of the case cap 67 facing the input side of thetransmission 100. A cone nut 106, a generally cylindrical threaded nutwith a bearing race designed to provide a running surface for the inputbearing 105, is threaded over the drive shaft 69 and supports the inputbearing 105.

Referring to the embodiment illustrated in FIG. 1, a set of multipleperimeter ramps 61, generally forming a ring about the longitudinal axis11, are rigidly attached to the bearing disc 60. The perimeter ramps 61are multiple inclined surfaces that are positioned radially about thelongitudinal axis 11 and are positioned against or formed on the bearingdisc 60 and face the output side. The inclined surfaces can be curved,helical, linear, or another shape and each one creates a wedge thatproduces and axial force that is applied to one of multiple rampbearings 62. The ramp bearings 62 are spherical but can be cylindrical,conical, or another geometric shape, and are housed in a bearing cage63. The bearing cage 63 of the illustrated embodiment is generally ringshaped with multiple apertures that contain the individual ramp bearings62. A set of input disc ramps 64 are rigidly attached to, or formed aspart of, the input disc 34. The input disc ramps 64 in some embodimentsare complimentary to the perimeter ramps 62 with the ramps facing towardthe input side. In another embodiment, the input disc ramps 64 are inthe form of a bearing race that aligns and centers the ramp bearings 62radially. The ramp bearings 62 respond to variations in torque byrolling up or down the inclined faces of the perimeter ramps 61 and theinput disc ramps 64.

Referring now to FIGS. 1 and 4, an axial force generator 160 is made upof various components that create an axial force that is generated andis applied to the input disc 34 to increase the normal contact forcebetween the input disc 34 and the balls 1, which is a component in thefriction the input disc 34 utilizes in rotating the balls 1. Thetransmission 100 produces sufficient axial force so that the input disc34, the balls 1, and the output disc 101 do not slip, or slip only anacceptable amount, at their contact points. As the magnitude of torqueapplied to the transmission 100 increases, an appropriate amount ofadditional axial force is required to prevent slippage. Furthermore,more axial force is required to prevent slippage in low than in high orat a 1:1 speed ratio. However, providing too much force in high or at1:1 will shorten the lifespan of the transmission 100, reduceefficiency, and/or necessitate larger components to absorb the increasedaxial forces. Ideally, the axial force generator 160 will vary the axialforce applied to the balls 1 as the transmission 100 is shifted and astorque is varied. In some embodiments, the transmission 100 accomplishesboth these goals. The screw 35 is designed and configured to provide anaxial force that is separate and distinct from that produced by theperimeter ramps 61. In some embodiments, the screw 35 produces lessaxial force than the perimeter ramps 61, although in other versions ofthe transmission 100, the screw 35 is configured to produce more forcethan the perimeter ramps 61. Upon an increase in torque, the screw 35rotates slightly farther into the nut 37 to increase axial force by anamount proportional to the increase in torque. If the transmission 100is in a 1:1 ratio and the user or vehicle shifts into a lower speed, theidler rod 171, moves axially toward the input side, along with thesleeve 19, sleeve bearings 172, shift guides 13 a, b, and idler 18. Theidler rod 171 contacts the central drive shaft ramps 99 through the pin196 and pin ring 195, causing the central drive shaft ramps 99 to moveaxially toward the output side. The ramped surfaces of the central driveshaft ramps 99 contact the opposing ramped surfaces of the centralbearing disc ramps 98, causing the central bearing disc ramps 98 torotate the bearing disc 67 and engage the perimeter ramps 61 with theramp bearings 62 and the input disc ramps 64. The central drive shaftramps 99 and the central bearing disc ramps 98 perform a torquesplitting function, shifting some of the torque from the screw 35 to theperimeter ramps 61. This increases the percentage of transmitted torquethat is directed through the perimeter ramps 61, and because theperimeter ramps 61 are torque sensitive as described above, the amountof axial force that is generated increases.

Still referring to FIGS. 1 and 4, when shifting into low, the idler 18moves axially towards the output side, and is pulled toward low by areaction of forces in the contact patch. The farther the idler 18 movestoward low, the stronger it is pulled. This “idler pull,” whichincreases with an increase in normal force across the contact as well asshift angle, also occurs when shifting into high. The idler pull occursdue to a collection of transverse forces acting in the contact patch,the effect of which is called spin. Spin occurs at the three contactpatches, the points of contact where the balls contact the input disc34, the output disc 101, and the idler 18. The magnitude of theresultant forces from spin at the contact between the idler 18 and theballs 1 is minimal in comparison to that of the balls 1 and input andoutput discs 34, 101. Due to the minimal spin produced at the contactpatch of the idler 18 and ball 1 interface, this contact patch will beignored for the following explanation. Spin can be considered anefficiency loss in the contact patches at the input disc 34 and ball 1and at the output disc 101 and ball 1. Spin produces a transverse forceperpendicular to the rolling direction of the balls 1 and discs 34, 101.At a 1:1 ratio, the transverse forces produced by spin, or contact spin,at the input and output contact patches are equal and opposite and areessentially cancelled. There is no axial pull on the idler 18 in thiscondition. However, as the transmission 100 is shifted toward low forexample, the contact patch at the input disc 34 and ball 1 moves fartherfrom the axis or pole of the ball 1. This decreases spin as well as thetransverse forces that are produced perpendicular to the rollingdirection. Simultaneously the output disc 101 and ball 1 contact patchmoves closer to the axis or pole of the ball 1, which increases spin andthe resultant transverse force. This creates a situation where thetransverse forces produced by spin on the input and output sides of thetransmission 100 are not equal and because the transverse force on theoutput contact is greater, the contact patch between the output disc 101and ball 1 moves closer to the axis of the ball 1. The farther thetransmission 100 is shifted into low the stronger the transverse forcesin the contacts become that are exerted on the ball 1. The transverseforces caused by spin on the ball 1 exert a force in the oppositedirection when shifting into high. The legs 2 attached to the ball axles3 transfer the pull to the shift guides 13 a, b, and because the shiftguides 13 a, b, are operably attached to the idler 18 and sleeve 19, anaxial force is transferred to the idler rod 171. As the normal forceacross the contact increases, the influence of contact spin increases atall ratios and efficiency decreases.

Still referring to FIGS. 1 and 4, as the transmission 100 is shiftedinto low, the pull transferred to the idler rod 171 results in an axialforce toward the left, as viewed in FIG. 1, which causes the inputtorque to shift from the screw 35 to the perimeter ramps 61. As thetransmission 100 is shifted into extreme low, the idler rod 171 pullsmore strongly, causing relative movement between the central drive shaftramps 99 and the central bearing disc ramps 98 and shifts even moretorque to the perimeter ramps 61. This reduces the torque transmittedthrough the screw 35 and increases the torque transmitted through theperimeter ramps 61, resulting in an increase in axial force.

Referring now to FIGS. 9, 10, and 11, a transmission 600 is disclosedthat incorporates an electric motor/generator 601 (MG 601). Forsimplicity, only the differences between the transmission 100 andtransmission 600 will be described. In one embodiment, the MG 601 is an8-pole brushless DC motor with 3 stator phases. The MG 601 can becomprised of an electrical stator 682 and an electrical rotor 694 whichrotate in opposite directions. The speed of the MG 601 is defined as therelative speed between the electrical rotor 694 and the electricalstator 682. In one embodiment, the electrical stator 682 is operablyattached to the idler 18, which due to the planetary effect of the balls1 reverses the rotation of the input disc 34; hence, the idler 18rotates in the opposite direction of the input disc 34.

The electrical rotor 694, which in some embodiments is a rotatingmagnetic steel cylinder and is rigidly attached to the input disc 34,can be made from the same component as the input disc 34, or can be madeseparately and joined to the input disc 34. In some embodiments therotor 694 utilizes permanent magnets 680 annularly positioned around andattached to the inside diameter of the rotor 694. In other embodiments,the magnetic field produced by the rotor 694 uses one or moreelectromagnets.

The electrical stator 682 is comprised of coils 684 wrapped aroundmultiple laminations 686 that are rigidly attached to a stator mount630. In one embodiment, there are 24 identical silicon steellaminations, each having 18 teeth. The stator mount 630 also positionsthe electrical stator 682 relative to the rotor 694 and magnets 680, androutes the multiple wires (not shown) that connect the electrical stator682 to the source of electricity. The stator mount 630 is operablyattached to the idler shaft 602 with a plurality of spline bearings 636.

The idler shaft 602 is a long, cylindrically shaped shaft that ispositioned at the center of the transmission 600, is coincident with thelongitudinal axis 11, and is capable of axial movement to move the idler18 and thus shift the transmission. A cable 676 houses the wires of theMG 601 which are routed from the electric stator 682, through the statormount 630, and terminate at a receptacle 674 inside the idler shaft 602.In one embodiment, the cylindrically shaped receptacle 674 accepts threeleads from the three phases of the electric stator 682 and routes thethree leads to a rotating conductor 672. The rotating conductor 672, acylindrically shaped component, transfers electricity from a rotatingend at the receptacle 674 to a stationary end at the conductor cap 668.In one embodiment, the rotating conductor 672 is of the type that usesliquid metal, such as mercury, to transfer current from the rotating endto the stationary end. In another embodiment, slip rings are used,although any other suitable method can be employed. Extending from theconductor cap 668 are three leads which are attached to a motorcontroller (not shown). The motor controller is attached to the sourceof electricity (not shown).

Referring now to FIGS. 9 and 10, the idler 18 is positioned on the inputside of the transmission 600. As the idler 18 moves from the input sideof the transmission 600 to the output side, the speed of the output disc101 decreases. Additionally, if the MG 601 is operating at a constantspeed, the speed of the rotor 694 increases because the rotor 694 isjoined to the input disc 34 and rotates at a constant speed relative tothe electrical stator 682 and the idler 18. The net effect is that thereis a significant speed reduction at the output disc 101 in all ratiosrelative to the speed of the MG 601.

In many applications, such as electric vehicles and industrial drives, areduction in rpm from the electric motor to the output device isrequired to achieve the necessary speed. Another benefit of thetransmission 600 in combination with an electric motor 601 is anincrease in torque, which equals the inverse of the decrease in speed.This allows for a significantly smaller MG 601 to produce the requiredtorque for a given application. Other benefits of combining thetransmission 600 with the MG 601 include a shared shaft, case, andbearings. Still another benefit is that in many high torque applicationsthe input disc 34 is made from magnetic steel, and when the input disc34 and rotor 694 are made as one part, the additional weight and cost ofthe magnetic steel which surrounds the magnets 680 is eliminated. Yetanother benefit is the potential to liquid cool the electrical stator682 using the same fluid that is in the transmission 600. Depositing thesame liquid on the electrical stator 682 provides the opportunity to putsignificantly more power through the MG 601. In some embodiments, aliquid cooled MG 601 can utilize the same fluid, pump, hoses, and sealsused in the transmission 600. Another benefit is the reduced size andweight of the transmission 600, MG 601, and speed reducer when they arecombined into one unit as compared to three separate devices. Thesmaller size and weight reduces inertia and allows the transmission 600and MG 601 to fit into a smaller space than would otherwise be required.In an electric vehicle, the smaller size and weight provides more roomfor batteries or fuel cells.

Still another benefit is the elimination of couplers and shafts linkingthe motor to the transmission to the speed reducer in a conventionalelectric drivetrain. Another benefit is the increased efficiencyattained from reducing the required number of bearings and eliminatingshaft misalignment between a motor, transmission, and speed reducer. Yetanother benefit is derived from the fact that there is no mechanicalinput into the MG 601, transmission 600, or speed reducer. This providesopportunities for creative drivetrain designs, including multiple inputsand outputs.

Still referring to FIGS. 9 and 10, the rotor 694 has attached to it onthe input side of the transmission 600, a side cap 612, which can berigidly secured to the rotor 694 using standard fasteners. The side cap612 is a disc shaped component that in one embodiment is made from steelalthough other materials can be used. The side cap 612 serves to containlubricant, cooling fluid, and to protect and contain the components ofthe transmission 600. On the output side of the transmission 600 an endcap 658 is attached to the rotor 694. The end cap 658 can be rigidlysecured to the rotor 694 using standard fasteners and in one embodimentis constructed of steel, although other materials can used.

An output disc bearing 605, which can support radial loads and in someembodiments axial loads, is positioned around the outside diameter ofthe output disc 101 and inside a bore of the end cap 658, and allows forrelative movement between the output disc 101 and the end cap 658. A capbearing 626, positioned around the idler shaft 602 and inside a bore ofthe side cap 612, provides for relative movement between the rotor 694and the idler shaft 602, and can support radial loads and in someembodiments axial loads. A thrust bearing 624, which serves to preventaxial movement of the side cap 612, is positioned between the side cap612 and a cap washer 628.

The cap washer 628 is rigidly attached to the shift screw 622, astationary piece which can be mounted by standard fasteners to a rigid,non-moving structure, such as a frame or chassis, which is capable ofwithstanding the highest torque transferred through the transmission600. A shift nut 621 is threaded over the shift screw 622, and rotationof the shift nut 621 causes the idler shaft 602 to move axially,shifting the transmission 600. The shift nut 621 is a generallyannularly shaped component that is threaded at a bore in its center anddoes not experience high torque. In some embodiments, the shift nut 621is constructed from aluminum, although other materials, includingplastic and steel can be used.

In the embodiment shown the transmission 600 is manually shifted,although it can be shifted automatically using the centrifugal force ofthe rotating components, an electric motor, or other suitable method.One or more handles 618 can be attached to the shift nut 621, so thatthe user can more easily rotate the shift nut 621. The shift nut 621 isattached with standard fasteners to a disc shaped shift ring 620 thathas a bore in its center. In one embodiment, the shift ring 620 isconstructed from the same material as the shift nut 621 although othermaterials may be used. The shift nut 621 and shift ring 620 contain twoshift bearings 652 a,b that minimize friction when the shift nut 621 andshift ring 620 rotate relative to a pin mount 650.

The pin mount 650 is a disc shaped component with a bore at its centerthat provides clearance over the shift screw 622. The pin mount 650 axisis concentric with the longitudinal axis 11 and is aligned bycounterbores in the shift nut 621 and shift ring 620. The pin mount 650has two threaded holes 180 degrees apart extending radially from itscenter although fewer or more threaded holes can be used. Two shift pins616 a,b, which in one embodiment are threaded into the threaded holes ofthe pin mount 650, but can also be pressed, welded, or inserted usingany other suitable method, are threaded pins that extend into the boreof the pin mount 650, through slots in the shift screw 622, and into thebore of the shift screw 622. The shift pins 616 a,b contact two pinbearings 654 a,b, which are positioned over the idler shaft 602 andinside the bore of the shift screw 622. The pin bearings 654 a,b providerelative movement between the rotating idler shaft 602, and the shiftpins 616 a,b, and absorb thrust loads which occur from shifting thetransmission 600.

Still referring to FIGS. 9 and 10, a stator bearing 614 is positioned inthe bore of the input stator 80 a and around the idler shaft 602 toallow for axial movement between the idler shaft 602 and the inputstator 80 a, and to withstand radial loads. On the output side of theidler shaft 602 a shaft bearing 610 is positioned over the idler shaft602 and inside the bore of a stator brace 608. In some embodiments, theshaft bearing 610 is a needle roller or cylindrical roller bearing wherethe rollers contact a hardened and polished area of the idler shaft 602.This allows the idler shaft 602 to move axially relative to the shaftbearing 610 with minimal friction. The stator brace 608 is a generallycylindrical component that in some embodiments is made from hardenedsteel, although any suitable material can be used. At a first end thestator brace 608 is rigidly attached to the cage 89 with standardfasteners, although it can be welded, pressed into a bore of the cage89, or formed integral with the cage 89. At a second end the statorbrace 608 is rigidly attached to a stationary structure, such as a frameor chassis. To provide relative movement between the stator brace 608and the output disc 101, one or more brace bearings 604 a,b arepositioned over the outside diameter of the stator brace 608 and insidethe bore of the output disc 101. The brace bearings 604 a,b also supportradial loads and in some embodiments axial loads.

Referring now to FIGS. 11, 15, 16, and 17, the torque transferringmethod between the idler shaft 602 and the electrical stator 682 isdescribed. The idler shaft 602 can be constructed of any suitablematerial designed to withstand the torque and speed of the transmission600 and in some embodiments hardened steel is used, although mild steel,aluminum, titanium, carbon fiber, can also be employed. The idler shaft602 has formed into its outside diameter one or more shaft grooves 634,generally longitudinal grooves that are parallel with the idler shaft602 axis and that in some embodiments are of a radius slightly largerthan the spline bearings 636. In some embodiments, the spline bearings636 are generally spherical rolling elements that transfer torquebetween the electrical stator 682 and the idler shaft 602. The splinebearings 636 can be made from hardened steel or other suitablematerials. The number and size of spline bearings 636 used depends onthe amount of torque which must be transferred, the radius and length ofthe shaft grooves 634, and the size of the transmission 600.

Formed into the inside diameter of the stator mount 630 are one or moremount grooves 632, which in some embodiments are identical to the shaftgrooves 634, but in other embodiments can be longer or shorter, and alsouse a different radius. In some embodiments, the spline bearings 636 arepositioned so that the center of each spline bearing 636 is halfwaybetween the radial depth of both the shaft grooves 634 and mount grooves632. The spline bearings 636 have a self centering feature in that theyroll tangentially up both the radii of the shaft grooves 634 and mountgrooves 632 an equal amount. When two or more shaft grooves 634 andmount grooves 632 are used, and when they are positioned angularlyequidistant, the spline bearings 636 will center the electrical stator682 relative to the idler shaft 602. In some embodiments, a small amountof clearance is provided for the spline bearings 636 to allow theself-centering to occur, and to aid in assembly. If a small amount ofclearance is provided, the spline bearings 636 will also locatethemselves in the proper position the first time the transmission 600 isshifted. When the transmission 600 is shifted, the spline bearings 636roll axially along the shaft grooves 634 and mount grooves 632 at halfthe distance the idler shaft 602 moves axially. The length of the shaftgrooves 634 and mount grooves 632 should be at least twice the length ofthe diameter of a spline bearing 636 times the number of spline bearings636 in each shaft groove 634. In some embodiments the stator bearing 614and the cap bearing 626 are used to limit the spline bearings 636 axialmovement.

Referring now to FIGS. 9, 11, 15, 16, and 17, the routing of theelectrical wires to the electrical stator 682 is described. In someembodiments, three electrical wires are routed into a shaft hole 638 ofthe idler shaft 602, where as previously described, the rotatingconductor 672 converts the non-rotating wires to rotating wires. Thewires, housed in a cable 676 are routed into the cable tube 639, ahollow blind hole in the center of the idler shaft 602, and then througha shaft slot 635, a slot that extends axially along a portion of theidler shaft 602 which forms a through hole from the outside diameter ofthe idler shaft 602 to the cable tube 639. The three electrical wires(not shown) then exit the cable 676 and branch out to each of the threestator phases inside the wire cavity 648 of the stator mount 630. As theidler shaft 602 moves axially from the input side to the output side andback during shifting, it alternately lengthens and shortens the wiresconnected to the electrical stator 682. The wire cavity 648 providesspace for the required additional length of the electrical wires duringshifting.

In order to aid the routing of the electrical wires, one or moreassembly holes 646 are formed into the outside diameter of the statormount 630, which provide access to the wires inside the wire cavity 648.Additionally, one or more routing holes 644 formed axially through awall of the stator mount 630, aid in routing each of the threeelectrical wires to their respective stator phases. Either the assemblyholes 646 or the routing holes 644 can be used to access the electricalwires and the leads from the electrical stator 682 so that the wires andleads can be pulled through the assembly holes 646 or routing holes 644,soldered together, insulated, and then reinserted into the wire cavity648. In some embodiments, one or more lamination threaded holes 642 areformed into a radially extending wall of the stator mount 630 to securethe electrical stator 682 to the stator mount 630.

Referring now to FIGS. 9, 10, 11, 18, and 19, the electrical stator 682and rotor 694 are described. In some embodiments, the MG 601 is of thetype that incorporates an iron core, and multiple laminations 686 of thetype in FIG. 18 are stacked together, then conducting wire coils 684 arewrapped around each tooth 692 in the space provided by the slots 690 toproduce an electrical stator 682 of the type seen in FIG. 19. In someembodiments 18 slots 690 and teeth 692 are used although fewer or morecan be used depending upon the application. In some embodiments,lamination holes 688 in each lamination 686 are used to secure theelectrical stator 682 to the stator mount 630. Standard fasteners, suchas machine screws are inserted through the lamination holes 688 andscrewed into the lamination threaded holes 642 of the stator mount 630.

Referring now to FIGS. 9, 10, 11, 18, 19, and 20, in some embodimentseight magnets 680 are used to create an eight pole electrical motor 601,although fewer or more magnets 680 can be used. The magnets 680 are ofthe permanent magnet type and can be made from any suitable material,including hard ferrite ceramic, samarium cobalt, and neodymium boroniron. The magnets 680 have a radius matching the inside diameter of therotor 694 at their outside diameter and a radius on their insidediameter which is concentric with the rotor 694 and the electricalstator 682. In some embodiments, the distance between the magnets 680and the electrical stator 682 is as small as possible to maximize themagnetic flux and thus torque produced by the MG 601. Half of themagnets 680 are magnetized so that the polarity extends radially fromsouth to north and the remaining magnets 680 have a polarity extendingradially from north to south. The magnets 680 are arranged so that everyother magnet 680 has the same polarity. To aid in the dissipation ofheat, one or more vent holes 609, formed into the rotor 694, allow forcirculation of air in applications that do not require liquid cooling.In applications where liquid cooling or any liquid is used the ventholes are eliminated 609.

Referring now to FIGS. 9, 10, 14, and 15, the idler 18 and related partsare described. The idler 18, although very similar to the idler 18 ofthe transmission 100, differs in that it transfers power. The idler 18is rigidly attached to the idler shaft 602 with an interference fit,welding, standard fasteners, a key, or any other suitable method. Theidler bearings 17 a,b provide for relative movement between the idler 18and the non-rotating shift guides 13 a,b. The shift guides 13 a,b arevery similar to the shift guides 13 a,b of the transmission 100 exceptthat they are formed with clearance between their inside diameters andthe idler shaft 602, so that they do not hit the rotating idler shaft602.

Referring now to FIGS. 9, 10, 21, and 22, the shift screw 622 andrelated parts are described. In some embodiments one or more flangeholes 664 on the shift screw 622 are used to attach rigidly the shiftscrew 622 to a stationary object, although other methods to attach theshift screw 622 to a rigid, not-rotating object may be used. A shiftbore 660 defined by the inside diameter of the shift screw 622 coversand protects the conductor cap 668, the rotating conductor 672, andother components. A shift slot 662 is formed at an end opposite theflange holes 664, and extends axially to confine and prevent the leads670 from rotating, and to allow the leads 670 to move axially as thetransmission 600 is shifted. The shift threads 666 of the shift screw622 can be of a pitch and size to accommodate manual or automaticshifting, depending on the required speed, as well as the shift forcethat must be overcome. In some embodiments, the number of threads is ofan axial length which is greater than the axial movement of the idlershaft 602 to improve ease of assembly and provide for loose tolerances.

In some embodiments two pin slots 678 a,b are formed through the shiftscrew 622, although more or fewer can be used. The pin slots 678 a,bextend axially along the shift screw 622 and are of a length that is atleast as long as the distance that the idler shaft 602 is able to moveaxially. The width of the pin slots 678 a,b is slightly larger than thediameter of the shift pins 616 a,b to allow freedom of movement. The pinmount 650 has a bore slightly larger than the diameter of the shiftthreads 666 to provide clearance and unrestricted movement. When thetransmission 600 is shifted, the shift nut 621 is rotated which causesthe pin mount 650 to move axially. Two threaded pin holes 656 a,b areformed radially in the pin mount 650 and in one embodiment are 180degrees apart. More or fewer threaded pin holes 656 a,b can be useddepending on the size and torque rating of the transmission 600. Twoshift pins 616 a,b are screwed into the threaded pin holes 656 a,b untilthey extend beyond the bore of the pin mount 650 and into the shift bore660. The shift pins 616 a,b contact two pin bearings 654 a,b which arepositioned on each side of the shift pins 616 a,b and provide forrelative movement between the idler shaft 602 and the shift pins 616a,b, as well as to absorb axial forces. The pin bearings 654 a,b can beheld in position by standard fasteners, and in one embodiment, retainingrings are used and inserted into grooves formed into the surface of theidler shaft 602 on a side of the pin bearings 654 a,b facing away fromthe shift pins 616 a,b.

Referring now to FIGS. 9, 10, and 12, a powerpath for some applications,including industrial equipment such as robots, mixers, drills, mills,conveyors, etc., as well as electric vehicles, is described. Because therotor 694 and electrical stator 682 rotate in opposite directions at asubstantially constant relative speed, both components of the electricmotor 601 input power to the transmission 600. Power from the rotor 694follows the rotor path 710 at the perimeter of the transmission 600, andtravels axially towards the output side of the transmission, through theinput disc 34, and into the balls 1. It should be noted that althoughrotor path 710 arrows are only drawn at the top of the section view ofFIG. 12, the rotor path 710 follows a symmetrical and identical path atthe bottom of the section view of FIG. 12. Power from the electricalstator 682 follows the stator path 712, which begins at the electricalstator 682, travels into the idler shaft 602, and moves axially towardthe output side of the transmission 602, then radially out through theidler 18, and into the balls 1. It should be noted that although statorpath 712 arrows are only drawn at the top of the section view of FIG.12, the stator path 712 follows a symmetrical and identical path at thebottom of the section view of FIG. 12. At the balls 1, power receivedfrom both the rotor path 710 and stator path 712 merge, and output poweris transferred to the output disc 101 and exits the transmission 600through a speed reduction path 714 wherein there is power from oneoutput component rotating in one direction. Significantly, the speedreduction realized from the rotor path 710 and stator path 712 rotatingin opposite directions to a single speed reduction path 714, alsocreates a torque increase. The torque increase is the inverse of thespeed reduction.

Referring now to FIGS. 9, 10, 12, and 13, the reverse powerpath of FIG.12 is described. If the powerpath of FIG. 12 is reversed, a significantspeed increase and torque reduction is realized. Power enters thetransmission at the output disc 101, and power follows the speedincreaser path 724, moving axially from the output side of thetransmission 600 toward the balls 1. Power enters the balls 1 and isthen split into two components, the rotor path reversed 720, and thestator path reversed 722. Power along the rotor path reversed 720 entersthe input disc 34 and then moves axially toward the input side of thetransmission 600 to the rotor 694. Power along the stator path reversed722 enters the idler 18 and then moves axially toward the input side ofthe transmission 600 through the idler shaft 602, and into theelectrical stator 682. Because the electrical stator 682 and the rotor694 are receiving mechanical power, the MG 601 becomes a generator,converting mechanical power into electricity. The MG 601 can beadvantageously used in some power generating applications which requirea speed increase, such as wind turbines.

Referring now to FIGS. 23 and 24, a powerpath for an applicationrequiring multiple power inputs, such as a hybrid vehicle, is shown. Forsimplicity, only the differences between the transmission 800 and thetransmission 600 will be described. In the transmission 800 the magnets680 are attached to a modified hybrid stator 802. The hybrid stator 802is similar to the input stator 80 a of the transmission 600 but inaddition includes a cylindrical stator boss 808, with an inside diameterto which the magnets 680 are attached. In the transmission 800 thehybrid stator 802 and the cage 89 rotate, and power is transferredthrough the cage 89 into the balls 1. In some embodiments, the hybridstator 802 is made from magnetic steel, while in other embodiments thestator boss 808 is made from magnetic steel while the remainder of thehybrid stator 802 is made from another material, such as aluminum,titanium, non-magnetic steel, plastic, or any other suitable material.The magnets 680 and the hybrid stator 802 comprise the hybrid rotor 810.

As in the transmission 600, the electrical stator 682 transfers powerthrough the idler shaft 602 and into the idler 18, and a third powersource enters through the hybrid case 804. The hybrid case 804 is arotating, generally cylindrical component similar to the rotor 694 ofthe transmission 600, and in some embodiments is made from the samematerials. The hybrid case 804 in some embodiments has attached to it ahybrid pulley 806. The hybrid pulley 806 is attached on the input sideof the hybrid case 804, and in some embodiments the hybrid pulley 806 isformed so that it and the hybrid case 804 are one part. In otherembodiments, the hybrid pulley 806 and the hybrid case 804 are twoseparate parts and the hybrid pulley 806 is attached over thecircumference of the hybrid case 804 with an interference fit, welding,a key, pin, or any other suitable method. In some embodiments, thehybrid pulley 806 is replaced by a sprocket, gear, or any other methodwhere torque can be transferred to the hybrid case 804. In someembodiments, the hybrid pulley 806 is connected to a pulley on the shaftof an internal combustion engine (not shown) by a belt (not shown). Inother embodiments, the hybrid pulley 806 is operably attached to a steamengine or any other torque generating machine.

Referring now to FIG. 23, the powerpath through the transmission 800 isdescribed. The electrical stator 682 inputs power to the hybrid statorpath 742, which travels through the idler shaft 602, through the idler18, and into the balls 1. The hybrid rotor 810 inputs power to thehybrid rotor path 744, which rotates the cage 89 and thus the balls 1,inputting power into the balls 1. The hybrid case 804 inputs power tothe case path 740, which travels through the input disc 34 and into theballs 1. Unlike the transmission 100 where the cage 89 is fixed and doesnot rotate, there are no fixed components in the transmission 800.Output power exits the hybrid output 746, which travels from the balls1, through the output disc 101, and to an external component (notshown), such as a wheel, drive shaft, etc.

Still referring to FIG. 23, the transmission 800 in some embodiments canbe configured to be an infinitely variable transmission (IVT), where thespeed ratio moves continuously from forward to zero and into reverse. Ifthe hybrid rotor 810 rotates more rapidly than the input disc 34, thecage 89 and the idler 18 rotate in the same direction and an IVTresults. It should be noted that the input disc 34, the cage 89, and theidler 18, all rotate in the same direction while the balls 1 rotate inthe reverse direction. In a typical hybrid vehicle, the internalcombustion engine will rotate at a speed significantly lower than theelectric motor/generator. In some embodiments, the internal combustionengine is attached to the hybrid pulley, which drives the input disc 34,and the hybrid rotor 810 is attached to the hybrid stator 802, whichrotates the cage 89. The ratio of the IVT in the transmission 800increases as the speed of the cage 89 increases relative to the speed ofthe input disc 34. However, as gamma changes, which is the angle of theball axle 3 relative to the longitudinal axis 11, the idler 18 speedalso changes. Because the MG 601 rotates at a generally constant speed,the change in the speed of idler 18, relative to the constant speed ofthe cage 89, causes the speed of the cage 89 to vary relative to thespeed of the input disc 34. As the speed of the cage 89 increases ordecreases it increases or decreases the ratio of the transmission 800when it is configured as an IVT.

In the following chart, various angles of gamma show the resultingratios and the speed of the idler 18 when the speed of the cage 89 isdesigned to be three times as fast as the speed of the input disc 34.The ratio is the speed of the output disc 101 compared to the speed ofthe input disc 34. It can be seen that as the gamma moves from −20 gammato 20 gamma, the speed of the idler 18 increases. This reduces the speeddifferential between the cage 89 and the input disc 34, reducing theratio of the IVT in reverse. A factor can be obtained by subtracting thespeed of the cage 89 from the speed of the idler 18. A ratio factor of 1is obtained by dividing the factor by itself when gamma equals zero.This ratio factor decreases toward negative gamma and increases towardpositive gamma. Dividing the ratio by the ratio factor from gammas of−20 to 20 provides the true ratio that can be obtained.

As can be seen in the following chart the true ratio increases inoverdrive and decreases in reverse. This is particularly advantageousfor hybrid vehicles when they are cruising at highway speeds because itincreases the top speed to which the transmission 800 can maintain anoptimum speed of an internal combustion engine and the MG 601, it splitspower into the transmission 800 which increases efficiency, there are noinput shafts which aids packaging and provides for flexible powertraindesign, and the speed of the highest speed component (the idler 18)decreases, which also improves efficiency. It is also advantageous inreverse, because high speeds are generally not necessary in reverse.This allows the transmission 800 to be used in all gamma angles,covering all possible surfaces of the balls 1 and the idler 18,increasing the life of the transmission 800. Further, a hybrid vehiclecan be operated on either the internal combustion engine alone, or theMG 601 alone, and variable speed through the transmission 800 ismaintained.

True gamma Ratio Cage 89 speed Idler 18 speed Ratio factor ratio −202.07 3.00 11.11 0.73 2.82 −15 1.85 3.00 11.73 0.79 2.34 −10 1.60 3.0012.41 0.85 1.88 −5 1.32 3.00 13.17 0.92 1.44 0 1.00 3.00 14.06 1.00 1.005 0.62 3.00 15.13 1.10 0.56 10 0.14 3.00 16.43 1.21 0.12 15 −0.46 3.0018.11 1.37 −0.34 20 −1.29 3.00 20.40 1.57 −0.82

Referring now to FIGS. 25-28, a generator 851 of the transmission 850 isdescribed. For simplicity, only the differences between the transmission850 and the transmission 600 will be described. In the transmission 850,power enters from a sprocket 870 on the input side (right side) of FIG.25, although in other embodiments torque can be transferred via a gear,pulley, or any other suitable method. The input disc 34 is on the rightside of FIG. 25, and power travels from the input disc 34 to the balls 1to the output disc 101. In the transmission 850 there is a single inputand a single output, the cage 89 is fixed (does not rotate), and theidler 18 does not transfer power but freely rotates. A generator 851 ispositioned on the output side of the transmission 850 between a rotatinghub shell 872 and a non-rotating slotted stator 858.

The output disc 101 is attached to the hub shell 872 with aninterference fit, welding, standard fasteners, a key, or any othersuitable method. In some embodiments, a magnetic steel ring 856 a isattached to the hub shell 872 to minimize magnetic field losses. Inother embodiments, the hub shell 872 is made of magnetic steel or othermagnetic material and the steel ring 856 a is eliminated. In still otherembodiments, a portion of the hub shell 872 that contacts the generator851 is made from a magnetic material while other portions can be madefrom aluminum, a composite, titanium, or other suitable material.

Attached to the steel ring 856 a is a plurality of magnets 852. In someembodiments the magnets 852 are thin, flat components positionedradially around the longitudinal axis of the transmission 850. Themagnets 852 in some embodiments are permanent magnets that have a radiuson their inside diameter and their outside diameter concentric with thelongitudinal axis 11. In some embodiments, a second steel ring 856 b isattached to the slotted stator 858. In other embodiments the slottedstator 858 is made from magnetic steel or other magnetic material and issolid, to minimize magnetic field losses.

Attached to the second steel ring 856 b is the stator 854, composed of aplurality of coils 862 (best seen in FIG. 26). The coils 862 arepositioned radially around and concentric with the longitudinal axis 11of the transmission 850. In some embodiments, the coils 862 are madefrom wire that is wound to form a substantially trapezoidal shape. Inlow power applications the coils 862 can be printed, such as on acircuit board. In still other embodiments, the coils 862 can be formedfrom sheets of copper, silver, aluminum, or other conducting material.In one embodiment the generator 851 is an 8 pole brushless DC generatorwith three stator phases, although the generator 851 can be designed toproduce electricity by any method known in the art.

Referring now to FIGS. 27 and 28, the routing of the generator 851 wiresis described. Wires (not shown) attached to the coils 862 are routedradially in a wire route 864 formed into the slotted stator 858. Thewires travel circumferentially from the coils 862, and join in the wireroute 864, where the wires are directed radially inward and through anaxle wire slot 868, into a bore 866 in the hollow axle 860. The hollowaxle 860, the slotted stator 858, the steel ring 856 b, and the coils862 are all stationary, non-rotating components, and are all attached toeach other. The wires then travel through the bore 866 of the hollowaxle 860 and exit on the output side (left side) of the transmission850.

Referring now to FIGS. 29 and 30, an alternative motor/generator 900 (MG900) of the transmission 600 is disclosed where the balls 1 arepermanent magnets. The MG 900 can be used in place of the MG 601 or inaddition to the MG 601. In some embodiments, the balls 1 are made fromsintered hard ferrite ceramic magnetic material, such as strontiumferrite, that has been optimized for its mechanical properties as wellas magnetic properties. The hard ferrite ceramic magnets can achievehardness approaching hardened tool steel and the material issignificantly lighter than steel. Additionally, the holes in the balls 1can be formed during the sintering process. In other embodiments, theballs 1 can be made from rare earth neodymium iron boron, which producesextremely strong permanent magnets. The neodymium iron boron material isoptimized for its mechanical properties as well as its magneticproperties, and is sintered. Neodymium iron boron magnets can be madevery hard, with hardness similar to hardened tool steel. Due to thecorrosive nature of neodymium iron boron, in some embodiments theneodymium iron boron undergoes a final process where a corrosionresistant coating is applied. This coating can also be a high frictioncoating, where a material such as silicon nitride is used. Additionally,the coating can produce a textured service to increase friction in thecontact patches between the balls 1, the input disc 34, the output disc101, and in some embodiments the idler 18. Alternatively, the texturedsurface on the balls 1 can be formed during the sintering process ofeither the neodymium iron boron or the hard ferrite ceramic.

Referring to FIG. 30, the forming of the magnetic north 914 and south916 poles on the balls 1 during the manufacturing process is described.In some embodiments the balls 1 are magnetized so that the pole axis 910of the north 914 and south 916 poles are not 90 degrees to the ball axis908 but are angularly offset to maximize the area of the coils out 902and coils in 904 that can be positioned between the balls 1, and toallow for changes in the position of the pole axis 906 during shifting.In some embodiments, the magnetic axis 906 is angularly offset 30degrees from the pole axis 910, although in other embodiments the angleof the pole axis 906 can vary from 5-45 degrees from the pole axis 910.

Referring to FIGS. 29 and 30, the north poles 914 and the south poles916 in some embodiments rotate on either the input or output side only.In FIG. 30, if the north pole 914 is positioned on the input side of thetransmission 600, it will always rotate on the input side as long asgamma remains at 30 degrees or less. Similarly, the south pole 916 willalways rotate on the output side. This provides room to maximize theamount of current carrying conductors between the balls 1. Two sets ofadjacent coils (the perimeter coils 902 a,b and the inside coils 904a,b) are positioned between the balls 1. The perimeter coils 902 b andthe inside coils 904 b are positioned on the input side of thetransmission 600 so that the north pole 914 rotates past these coils 902b, 904 b. The perimeter coils 902 a and the inside coils 904 a arepositioned on the output side of the transmission 600 so that the southpole 916 rotates past these coils 902 a, 904 a.

In some embodiments, the balls 1 and the coils 902 a,b and 904 a,b areconfigured as a brushless DC motor or generator and thus the polarity ofthe coils 902 a,b and 904 a,b is switched electronically. Each coil 902a,b and 904 a,b can thus be controlled to attract two balls 1, if everyother ball 1 is positioned so that its north pole 914 is positionedradially away from the longitudinal axis 11, and the remaining balls 1are positioned so that their south poles 916 are positioned radiallyaway from the longitudinal axis 11. Each ball 1 is positioned 180degrees apart from its adjacent two balls. Each coil 902 a,b and 904 a,bhas an iron core (not shown), similar to the laminations 686 in theelectric stator 682 of the MG 601.

Referring now to FIGS. 31-35, an alternative MG 950 to the transmission600 is shown. For simplicity, only the differences between the MG 950and the MG 601 will be described. The stator 988 of the MG 950 has agenerally toroidal shape, and is composed of individual conductors 954arrayed radially around the longitudinal axis 11. The toroidal shape ofthe MG 950 increases surface area while allowing the magnets 970, 972 oneach side of the stator 988 to have substantially equal surface areas.The conductors 954 in some embodiments are constructed from flat coppersheet, although other conductive materials can be used, includingaluminum and silver. The thickness of the sheet metal depends on theamount of current that is run through the conductors 954, but is ofsufficient thickness to maintain its final formed shape. The conductors954 can be stamped or otherwise formed to produce a generally concaveshape that widens toward the outside diameter of the stator 988. Theconductors 954 transition from a generally axial direction near theinside diameter of the stator 988, to a radial direction at the outsidediameter of the stator 988.

In some embodiments, the sides of the conductors 954 produce an anglethat equals 360 degrees divided by the number of conductors 954. Theconductors 954 have apertures to form a precise shape and for fasteningpurposes. A mount hole 962, which in some embodiments includes acountersink in the hole to allow for flush insertion of a flat headscrew, is used for fastening the conductors 954 to a stator mount 968.In some embodiments, a copper flat head screw (not shown) is used toattach the conductors 954 to the stator mount 968. The copper flat headscrew is threaded into a terminal 960 which routes the current tocomplete a circuit and/or connect a stator phase. At the perimeter ofthe stator 988, a jumper hole 964 is formed into the conductors 954 forthe attachment of jumpers 956 which carry current and connect twoconductors 954 that are not adjacent. In some embodiments, the jumperholes 964 are threaded, and a current carrying screw, such as a flathead copper screw is inserted through a jumper and threaded into jumperhole 964. In some embodiments, conductor tabs 966 a,b are formed intocorners of the conductors 954 that are at the perimeter of the stator988.

Referring now to FIG. 35, the current path of the stator 988 isdescribed. The stator 988 is made up of three stator phases, A, B, andC, although fewer or more stator phases can be used. Current directionis denoted by arrows pointing radially in or out on each conductor 954.If current is flowing in toward the center of the stator 988, the statorphase letter includes a negative sign, for example, A-, B-, C-. In eachstator phase, A, B, and C, current alternately reverses direction,switches off, and then switches on again. Current in stator phase Aflows north, then south, then off, then north, etc. In FIG. 35, currentin stator phase A flows north, current in stator phase B flows south,and stator phase C is off. Each jumper 956 carries current clockwisefrom a conductor 954 to a conductor 954 in the same stator phase that isthree conductors 954 away. In some embodiments, 24 conductors 954 areused although more or fewer conductors 954 can be employed. Each of the24 conductors 954 takes up, or occupies 15 degrees of the 360 degreestator 988. In some embodiments, 12 jumpers 956 are used, although thisnumber varies with the number of stator phases and conductors 954. Thereare 6 jumpers 956 attached to a first, visible, side of the stator 988and six jumpers attached to a second, back side (not visible) of thestator 988. Letters outside the perimeter of the stator 988 denote thelocation of jumpers 956 on the second, back side of the stator 988. Insome embodiments, the jumpers 956 are made of copper and strengthen thestructure of the stator 988. The terminals 960 (seen in FIG. 31)complete the circuit of each coil and connect the stator phases.

Referring now to FIG. 32, two clamp rings 958 a,b, which in someembodiments are non-conducting rings such as nylon, another plastic, ora composite, are attached to the stator 988. In some embodiments theclamp rings 958 a,b are connected to each other with standard fastenerssuch as screws and nuts that are inserted through ring holes 986 in theclamp rings 958 a,b, while in other embodiments the clamp rings 958 a,bare attached to a jumper 956 on the opposite side of the stator 988 witha non-conducting screw. In still other embodiments, the clamp rings 958a,b are attached to the conductors 954 by threading a non-conductingscrew, such as a nylon screw, through ring holes 986 in the clamp rings958 a,b and into a tapped hole in a conductor 954. The clamp rings 958a,b hold the conductors 954 in position and strengthen the structure ofthe stator 988.

Because the conductors 954 are not wires, and because the stator 988 isstructural, it does not have to be impregnated with resin or othersimilar material as is common in the art. This allows the magnets of therotor 992 to be positioned closer together to maximize the torquedeveloped by the MG 950, and reduces the cost of manufacturing thestator 988. Because the conductors 954 are generally thicker than wires,more current can be carried by the conductors 954, which allows moretorque to be produced by the MG 950. Due to the elimination of wires inthe MG 950, the cost of winding the coils is eliminated. Tooling tocreate windings is expensive, and the tooling cost is eliminated.

Referring to FIGS. 31 and 32, the magnets 970, 972 of the MG 950 aredescribed. Two sets of magnets 970, 972 (the outside magnets 970 and theinside magnets 972) are positioned on first and second sides of thestator 988. In some embodiments the inside magnets 972, the stator 988,and the outside magnets 970 have a cross sectional profile that haveconcentric radii. The magnets 970, 972 are arrayed radially around thelongitudinal axis 11 and form a toroidal shape. The magnets 970, 972 arepositioned so that the surface facing the stator 988 is a uniformdistance from the stator 988. This distance is as close as possible butprovides for manufacturing errors and tolerances to ensure that themagnets 970, 972 do not contact the stator 988. In some embodiments,there are eight outside magnets 970 and eight inside magnets 972,although more or fewer magnets may be used. In some embodiments, the MG950 is an eight pole brushless DC motor, although AC or DC motors withany frequency and any number of poles can be used.

Attached to the inside magnets 972 using adhesive or any otherappropriate method, is a toroid-shaped magnetic inside steel. The insidesteel 974 can also be made from other magnetic material and is rigidlyattached to the rotor 992 by an interference fit, welding, standardfasteners, or other suitable method. The stator mount 968 and stator 988in some embodiments are assembled outside of the transmission 600 andinserted as a sub-assembly during assembly. Attached to the outsidemagnets 970 using adhesive or any other appropriate method is atoroid-shaped magnetic outside steel 976. The outside steel 976 can alsobe made from other magnetic material and is inserted into the insidediameter of the rotor 992 after the stator 988 has been assembled. Insome embodiments the outside steel 976 is rigidly attached to the rotor992 by inserting machine screws through case steel holes in the rotor992 and threading them into tapped outside holes 978 formed intoperimeter of the outside steel 976.

Referring now to FIGS. 36 and 37, an alternative convex stator 994 tothe stator 988 is described. The convex stator 994 is otherwiseidentical to the stator 988 except that the convex conductors 996 areformed into a convex shape, so that at a position closest to the insidediameter of the convex stator 994, the convex conductors 996 curveradially inward and at the perimeter of the convex stator 994, theconvex conductors 996 curve in an axial direction. The magnets (notshown) are formed so that the surfaces facing the convex stator 994 is auniform distance from the convex stator 994.

Referring now to FIG. 38, an alternative embodiment of the transmission800 is disclosed. For simplicity, only the differences between thetransmission 1000 and the transmission 800 will be disclosed. In thetransmission 1000 the magnets 680 attach to the inside diameter of thehybrid case 804. The input disc 34 rigidly attaches to the rotatinghybrid case 804, as does the hybrid pulley 806. The electric stator 1022rigidly attaches to an alternative boss 1020 on the alternative stator1018. The alternative boss 1020 is a cylindrical protrusion locatedaround and near the perimeter of the inside diameter of the alternativestator 1018. The MG 1001 rotates in the same direction and relative tothe input disc 34. As the hybrid case 804 is rotated by an outsidesource, such as an internal combustion engine, the cage 89 rotates inthe same direction.

In some embodiments, the cage 89 rotates at a faster speed than theinput disc 34 and thus an IVT results. The speed differential betweenthe rotation of the input disc 34 and the cage 89 can be set bydesigning the frequency, number of poles, and stator phases of the MG1001 to produce the desired speed differential. In some embodiments, thecage 89 is designed to rotate at three times the speed of the input disc34. The transmission 1000 can be driven by the MG 1001 only, theinternal combustion engine only, or both simultaneously. Forapplications involving some electric vehicles, only the MG 1001 is usedat startup. Because the input disc 34 is not rotating an IVT results.When only the cage 89 is rotating and the input disc 34 is fixed thetransmission 1000 can be shifted into forward or reverse seamlessly. Atsome forward speed in the ratio of the transmission 1000 being driven bythe cage 89 only, the output speed of the transmission 1000 will equalthe output speed if the transmission 1000 is driven by the input disc 34only, at the same gamma. Where the speed ratios meet, the MG 1001 can beturned off, and the internal combustion engine can be turned on. In thispowerpath, a CVT results if the cage 89 is not rotating and the inputdisc 34 is rotating. Since the electric stator 1022 is stationary, andthe magnets 680 are rotating, the MG 1001 becomes a generator, and insome embodiments is used to recharge batteries.

Increasing power through the transmission 1000 can be accomplished byturning on both the MG 1001 and the internal combustion enginesimultaneously. The MG 1001 can be turned on at any point along theratio of the CVT when the CVT is in overdrive, when only the input disc34 is rotating and the cage 89 is not rotating. Operating both theinternal combustion engine and the MG 1001 simultaneously increasesacceleration and power through the transmission 1000. In someembodiments, a second set of magnets 680 (not shown) is attached to theidler shaft 602 to increase the power density of the electric motor1001. In some embodiments, the second set of magnets 680 attached to theidler shaft 602 have fewer poles than the magnets 680 attached to thehybrid case 804. In embodiments that use two sets of magnets 680, acompound current is sent to the electric stator 1022.

Still referring to FIG. 38, the paths of power through the transmission1000 will be described. Power through the cage path 1010 is denoted byarrows which start at the inside diameter of the electric stator 1022and travel through the alternative stator 1018, through the cage 89, andinto the balls 1. Power from the magnet path 1012 begins at the magnets680, continues through the hybrid case 804, through the input disc 34,and into the balls 1. Power from an outside source, such as an internalcombustion engine, begins at the hybrid pulley 806 path 1014, continuesthrough the hybrid case 804, through the input disc 34, and into theballs 1. Output power flows from the balls 1, through the output disc101, and via a powerpath 1016 to an external driven component, such as adrive shaft or wheel.

The transmission 600 when combined with an MG 601 allows for manypowerpath designs. The following charts list four-hundred-and-tenpowerpaths. The paths are numbered from 1 to 410. The components of thetransmission 600 that can transfer power are the cage 89, the input disc34, the output disc 101, the idler 18, and the balls 1. The cage 34 andthe idler 18 can be both inputs and outputs simultaneously because theycan be designed to extend from the input side of the transmission 600through the output side. In a powerpath where either the cage 89 or theidler 18 is both an input and an output it is designated with the term“In/Out.” The balls 1 can only be an intermediate torque transferringcomponent or serve as an input, such as in the case where the balls 1are magnets and are part of the MG 900. If the power transferringcomponent is an input (that is, it receives power entering thetransmission 600), it is designated with the term “In,” and if ittransfers power out of the transmission it is designated with the term“Out.” If the power transferring component does not transfer power andis free to rotate it is designated with the term “Free,” and if it isfixed it is designated with the term “Fix.”

Following are the powerpaths when the cage 89 is fixed.

Path 89 34 101 18 1 1 Fix In In Out 2 Fix In In In/Out 3 Fix In Out In 4Fix In Out Out 5 Fix In Out Free 6 Fix In Out In/Out 7 Fix In Free Out 8Fix In Free In/Out 9 Fix Out In In 10 Fix Out In Out 11 Fix Out In Free12 Fix Out In In/Out 13 Fix Out Out In 14 Fix Out Out In/Out 15 Fix OutFree In 16 Fix Out Free In/Out 17 Fix Free In Out 18 Fix Free In In/Out19 Fix Free Out In 20 Fix Free Out In/Out 21 Fix In In Out In 22 Fix InIn In/Out In 23 Fix In Out In In 24 Fix In Out Out In 25 Fix In Out FreeIn 26 Fix In Out In/Out In 27 Fix In Free Out In 28 Fix In Free In/OutIn 29 Fix Out In In In 30 Fix Out In Out In 31 Fix Out In Free In 32 FixOut In In/Out In 33 Fix Out Out In In 34 Fix Out Out In/Out In 35 FixOut Free In In 36 Fix Out Free In/Out In 37 Fix Free In Out In 38 FixFree In In/Out In 39 Fix Free Out In In 40 Fix Free Out In/Out In 41 FixOut Out Out In

Following are the powerpaths when the input disc 34 is fixed.

Path 89 34 101 18 1 42 In Fix In In 43 In Fix In Out 44 In Fix In Free45 In Fix In In/Out 46 In Fix Out In 47 In Fix Out Out 48 In Fix OutFree 49 In Fix Out In/Out 50 In Fix Free In 51 In Fix Free Out 52 In FixFree In/Out 53 Out Fix In In 54 Out Fix In Out 55 Out Fix In Free 56 OutFix In In/Out 57 Out Fix Out In 58 Out Fix Out Out 59 Out Fix Out Free60 Out Fix Out In/Out 61 Out Fix Free In 62 Out Fix Free Out 63 Out FixFree In/Out 64 Free Fix In Out 65 Free Fix In In/Out 66 Free Fix Out In67 Free Fix Out In/Out 68 In/Out Fix In In 69 In/Out Fix In Out 70In/Out Fix In Free 71 In/Out Fix In In/Out 72 In/Out Fix Out In 73In/Out Fix Out Out 74 In/Out Fix Out Free 75 In/Out Fix Out In/Out 76In/Out Fix Free In 77 In/Out Fix Free Out 78 In/Out Fix Free In/Out 79In Fix In In In 80 In Fix In Out In 81 In Fix In Free In 82 In Fix InIn/Out In 83 In Fix Out In In 84 In Fix Out Out In 85 In Fix Out Free In86 In Fix Out In/Out In 87 In Fix Free In In 88 In Fix Free Out In 89 InFix Free In/Out In 90 Out Fix In In In 91 Out Fix In Out In 92 Out FixIn Free In 93 Out Fix In In/Out In 94 Out Fix Out In In 95 Out Fix OutOut In 96 Out Fix Out Free In 97 Out Fix Out In/Out In 98 Out Fix FreeIn In 99 Out Fix Free Out In 100 Out Fix Free In/Out In 101 Free Fix InOut In 102 Free Fix In In/Out In 103 Free Fix Out In In 104 Free Fix OutIn/Out In 105 In/Out Fix In In In 106 In/Out Fix In Out In 107 In/OutFix In Free In 108 In/Out Fix In In/Out In 109 In/Out Fix Out In In 110In/Out Fix Out Out In 111 In/Out Fix Out Free In 112 In/Out Fix OutIn/Out In 113 In/Out Fix Free In In 114 In/Out Fix Free Out In 115In/Out Fix Free In/Out In 116 Out Fix Out Out In

Following are the powerpaths when the output disc 101 is fixed.

Path 89 34 101 18 1 117 In In Fix In 118 In In Fix Out 119 In In FixFree 120 In In Fix In/Out 121 In Out Fix In 122 In Out Fix Out 123 InOut Fix Free 124 In Out Fix In/Out 125 In Free Fix In 126 In Free FixOut 127 In Free Fix In/Out 128 Out In Fix In 129 Out In Fix Out 130 OutIn Fix Free 131 Out In Fix In/Out 132 Out Out Fix In 133 Out Out Fix Out134 Out Out Fix Free 135 Out Out Fix In/Out 136 Out Free Fix In 137 OutFree Fix Out 138 Out Free Fix In/Out 139 Free In Fix Out 140 Free In FixIn/Out 141 Free Out Fix In 142 Free Out Fix In/Out 143 In/Out In Fix In144 In/Out In Fix Out 145 In/Out In Fix Free 146 In/Out In Fix In/Out147 In/Out Out Fix In 148 In/Out Out Fix Out 149 In/Out Out Fix Free 150In/Out Out Fix In/Out 151 In/Out Free Fix In 152 In/Out Free Fix Out 153In/Out Free Fix In/Out 154 In In Fix In In 155 In In Fix Out In 156 InIn Fix Free In 157 In In Fix In/Out In 158 In Out Fix In In 159 In OutFix Out In 160 In Out Fix Free In 161 In Out Fix In/Out In 162 In FreeFix In In 163 In Free Fix Out In 164 In Free Fix In/Out In 165 Out InFix In In 166 Out In Fix Out In 166 Out In Fix Out In 167 Out In FixFree In 168 Out In Fix In/Out In 169 Out Out Fix In In 170 Out Out FixOut In 171 Out Out Fix Free In 172 Out Out Fix In/Out In 173 Out FreeFix In In 174 Out Free Fix Out In 175 Out Free Fix In/Out In 176 Free InFix Out In 177 Free In Fix In/Out In 178 Free Out Fix In In 179 Free OutFix In/Out In 180 In/Out In Fix In In 181 In/Out In Fix Out In 182In/Out In Fix Free In 183 In/Out In Fix In/Out In 184 In/Out Out Fix InIn 185 In/Out Out Fix Out In 186 In/Out Out Fix Free In 187 In/Out OutFix In/Out In 188 In/Out Free Fix In In 189 In/Out Free Fix Out In 190In/Out Free Fix In/Out In 191 Out Out Fix Out In

Following are the powerpaths when the idler 18 is fixed.

Path 89 34 101 18 1 192 In In Out Fix 193 In Out In Fix 194 In Out FreeFix 195 In Out Out Fix 196 In Free Out Fix 197 Out In In Fix 198 Out InOut Fix 199 Out In Free Fix 200 Out Out In Fix 201 Out Free In Fix 202Free In Out Fix 203 Free Out In Fix 204 In/Out In Out Fix 205 In/Out OutIn Fix 206 In/Out Out Free Fix 207 In/Out Out Out Fix 208 In/Out FreeOut Fix 209 In/Out In In Fix 210 In/Out In Out Fix 211 In In Out Fix In212 In Out In Fix In 213 In Out Free Fix In 214 In Out Out Fix In 215 InFree Out Fix In 216 Out In In Fix In 217 Out In Out Fix In 218 Out InFree Fix In 219 Out Out In Fix In 220 Out Free In Fix In 221 Free In OutFix In 222 Free Out In Fix In 223 In/Out In Out Fix In 224 In/Out Out InFix In 225 In/Out Out Free Fix In 226 In/Out Out Out Fix In 227 In/OutFree Out Fix In 228 In/Out In In Fix In 229 In/Out In Out Fix In 230 OutOut Out Fix In

Following are the powerpaths when no power transferring components arefixed.

Path 89 34 101 18 1 231 In In In Out 232 In In In In/Out 233 In In OutIn 234 In In Out Out 235 In In Out Free 236 In In Out In/Out 237 In InFree Out 238 In In Free In/Out 239 In Out In In 240 In Out In Out 241 InOut In Free 242 In Out In In/Out 243 In Out Out In 244 In Out Out In/Out245 In Out Free In 246 In Out Free In/Out 247 In Free In Out 248 In FreeIn In/Out 249 In Free Out In 250 In Free Out In/Out 251 In Free FreeIn/Out 252 Out In In In 253 Out In In Out 254 Out In In Free 255 Out InIn In/Out 256 Out In Out In 257 Out In Out In/Out 258 Out In Free In 259Out In Free In/Out 260 Out Out In In 261 Out Out In Out 262 Out Out InIn/Out 263 Out Free In In 264 Out Free In In/Out 265 Free In In Out 266Free In In In/Out 267 Free In Out In 268 Free In Out In/Out 269 Free InFree In/Out 270 Free Out In In 271 Free Out In In/Out 272 Free Free InIn/Out 273 In/Out In In In 274 In/Out In In Out 275 In/Out In In Free276 In/Out In In In/Out 277 In/Out In Out In 278 In/Out In Out Out 279In/Out In Out Free 280 In/Out In Out In/Out 281 In/Out In Free In 282In/Out In Free Out 283 In/Out In Free Free 284 In/Out In Free In/Out 285In/Out Out In In 286 In/Out Out In Out 287 In/Out Out In Free 288 In/OutOut In In/Out 289 In/Out Out Out In 290 In/Out Out Out In/Out 291 In/OutOut Free In 292 In/Out Out Free In/Out 293 In/Out Free In In 294 In/OutFree In Out 295 In/Out Free In Free 296 In/Out Free In In/Out 297 In/OutFree Out In 298 In/Out Free Out In/Out 299 In/Out Free Free In 300In/Out Free Free In/Out

Following are the powerpaths with no components fixed and an input isthrough the balls 1.

Path 89 34 101 18 1 301 In In In Out In 302 In In In In/Out In 303 In InOut In In 304 In In Out Out In 305 In In Out Free In 306 In In OutIn/Out In 307 In In Free Out In 308 In In Free In/Out In 309 In Out InIn In 310 In Out In Out In 311 In Out In Free In 312 In Out In In/Out In313 In Out Out In In 314 In Out Out In/Out In 315 In Out Free In In 316In Out Free In/Out In 317 In Free In Out In 318 In Free In In/Out In 319In Free Out In In 320 In Free Out In/Out In 321 In Free Free In/Out In322 Out In In In In 323 Out In In Out In 324 Out In In Free In 325 OutIn In In/Out In 326 Out In Out In In 327 Out In Out In/Out In 328 Out InFree In In 329 Out In Free In/Out In 330 Out Out In In In 331 Out Out InOut In 332 Out Out In In/Out In 333 Out Free In In In 334 Out Free InIn/Out In 335 Free In In Out In 336 Free In In In/Out In 337 Free In OutIn In 338 Free In Out In/Out In 339 Free In Free In/Out In 340 Free OutIn In In 341 Free Out In In/Out In 342 Free Free In In/Out In 343 In/OutIn In In In 344 In/Out In In Out In 345 In/Out In In Free In 346 In/OutIn In In/Out In 347 In/Out In Out In In 348 In/Out In Out Out In 349In/Out In Out Free In 350 In/Out In Out In/Out In 351 In/Out In Free InIn 352 In/Out In Free Out In 353 In/Out In Free Free In 354 In/Out InFree In/Out In 355 In/Out Out In In In 356 In/Out Out In Out In 357In/Out Out In Free In 358 In/Out Out In In/Out In 359 In/Out Out Out InIn 360 In/Out Out Out In/Out In 361 In/Out Out Free In In 362 In/Out OutFree In/Out In 363 In/Out Free In In In 364 In/Out Free In Out In 365In/Out Free In Free In 366 In/Out Free In In/Out In 367 In/Out Free OutIn In 368 In/Out Free Out In/Out In 369 In/Out Free Free In In 370In/Out Free Free In/Out In 371 In Out Out Out In 372 In Out Out Free In373 In Out Free Out In 374 In Out Free Free In 375 In Free Out Out In376 In Free Out Free In 377 In Free Free Out In 378 Out In Out Out In379 Out In Out Free In 380 Out In Free Out In 381 Out In Free Free In382 Out Out Out In In 383 Out Out Free In In 384 Out Out Free In/Out In385 Out Out In Out In 386 Out Out In Free In 387 Out Free In Out In 388Out Free In Free In 389 Out Free Out In In 390 Out Free Out In/Out In391 Free In Out Out In 392 Free In Out Free In 393 Free In Free Out In394 Free Out In Out In 395 Free Out In Free In 396 Free Out Out In In397 Free Out Out In/Out In 398 Free Out Free In In 399 Free Out FreeIn/Out In 400 Free Free In Out In 401 Free Free Out In In 402 Free FreeOut In/Out In 403 In/Out Out Out Out In 404 In/Out Out Out Free In 405In/Out Out Free Out In 406 In/Out Out Free Free In 407 In/Out Free OutOut In 408 In/Out Free Out Free In 409 In/Out Free Free Out In 410In/Out Free Free Free In

1. An electromechanical transmission comprising: a plurality of speedadjusters arranged angularly about an axis; an idler in contact with theplurality of speed adjusters and positioned radially inward of the speedadjusters; a first disc in contact with the speed adjusters; a pluralityof magnets coupled to the first disc; means for transferring torque tothe first disc from an external source; a rotatable cage configured tosupport the speed adjusters radially and axially; and a plurality ofelectrical conductors coupled to the rotatable cage.
 2. Theelectromechanical transmission of claim 1, wherein the plurality ofspeed adjusters comprises a plurality of spherical adjusters.
 3. Theelectromechanical transmission of claim 1, wherein the plurality ofmagnets comprises a plurality of electromagnets.
 4. Theelectromechanical transmission of claim 1, wherein the plurality ofmagnets and the plurality of electrical conductors are arranged toproduce electricity or mechanical torque.
 5. The electromechanicaltransmission of claim 4, further comprising an idler shaft rigidlycoupled to the idler.
 6. The electromechanical transmission of claim 5,wherein the idler shaft is configured to translate axially.
 7. Theelectromechanical transmission of claim 6, wherein an axial translationof the idler shaft facilitates a tilt of the speed adjusters relative tosaid axis.
 8. The electromechanical transmission of claim 7, furthercomprising a second disc in contact with the speed adjusters, whereinthe first and second discs are positioned relative to one another onopposite sides of the speed adjusters.
 9. The electromechanicaltransmission of claim 4, further comprising a hybrid case coupled to thefirst disc.
 10. The electromechanical transmission of claim 9, whereinthe hybrid case is configured to receive power input.
 11. Theelectromechanical transmission of claim 5, further comprising aplurality of magnets coupled to the idler shaft.
 12. Theelectromechanical transmission of claim 1, wherein power is delivered tothe second disc via the speed adjusters, the first disc and the torquetransfer means.
 13. An electromechanical transmission comprising: aplurality of speed adjusters arranged angularly about an axis; an idlerin contact with the plurality of speed adjusters and positioned radiallyinward of the speed adjusters; a first disc in contact with the speedadjusters; a plurality of magnets coupled to the first disc; a rotatablecage configured to support the speed adjusters radially and axially; aplurality of electrical conductors coupled to the rotatable cage; and asecond disc in contact with the speed adjusters, wherein the first andsecond discs are positioned relative to one another on opposite sides ofthe speed adjusters.
 14. The electromechanical transmission of claim 13,wherein power is delivered to the second disc via the speed adjusters,the first disc, and the plurality of magnets.
 15. The electromechanicaltransmission of claim 14, wherein power is delivered to the second discvia the speed adjusters, the rotatable cage, and the plurality ofelectrical conductors.
 16. The electromechanical transmission of claim13, wherein the plurality of magnets comprises an electrical rotor. 17.The electromechanical transmission of claim 16, wherein the plurality ofelectrical conductors comprises an electrical stator.
 18. Theelectromechanical transmission of claim 17, wherein the electrical rotoris configured to deliver torque to the first disc, and wherein theelectrical stator is configured to deliver torque to the cage.
 19. Theelectromechanical transmission of claim 17, wherein the electrical rotoris configured to receive torque from the first disc, and wherein theelectrical stator is configured to receive torque from the cage.